Method and apparatus for controlling a marine vessel

ABSTRACT

One embodiment of the invention comprises a method for controlling a marine vessel having a first steerable propulsor, a corresponding first reversing device, a second steerable propulsor and a corresponding second reversing device. The method comprises receiving a first vessel control signal corresponding to a rotational movement and no translational movement command, generating at least a first actuator control signal and a second actuator control signal in response to the first vessel control signal, coupling the first actuator control signal to and controlling the first steerable propulsor and the second steerable propulsor, and coupling the second actuator control signal to and controlling the first reversing device and to the second reversing device. The method creates rotational forces on the marine vessel with substantially no translational forces on the marine vessel.

RELATED APPLICATIONS

This application claims the benefit under 35 U.S.C. § 120 and is acontinuation of U.S. application Ser. No. 15/911,333, filed Mar. 5,2018, which claims the benefit under 35 U.S.C. § 120 and is acontinuation of U.S. application Ser. No. 15/293,878, filed Oct. 14,2016, which claims the benefit under 35 U.S.C. § 120 and is acontinuation of U.S. application Ser. No. 14/750,089, filed Jun. 25,2015, which claims the benefit under 35 U.S.C. § 120 and is acontinuation of U.S. application Ser. No. 14/085,070, filed Nov. 20,2013, which claims the benefit under 35 U.S.C. § 120 and is acontinuation of U.S. application Ser. No. 13/289,458, filed Nov. 4,2011, which claims the benefit under 35 U.S.C. § 120 and is acontinuation of U.S. application Ser. No. 12/573,721, filed Oct. 5,2009, which claims the benefit under 35 U.S.C. § 120 and is acontinuation of U.S. application Ser. No. 11/567,204, filed on Dec. 5,2006, which claims the benefit under 35 U.S.C. § 119 of U.S. ApplicationSer. No. 60/742,817, filed on Dec. 5, 2005. Each of the above-listedapplications is hereby incorporated by reference in its entirety.

TECHNICAL FIELD

The present invention relates to marine vessel propulsion and controlsystems. More particularly, aspects of the invention relate to controlcircuits and methods for controlling the movement of a marine vesselhaving steerable propulsion apparatus.

BACKGROUND

Marine vessel controls include control over the speed, heading, trim andother aspects of a vessel's attitude and motion. The controls arefrequently operated from a control station, where an operator usescontrol input devices, such as buttons, knobs, levers and handwheels, toprovide one or more control input signals to one or more actuators. Theactuators then typically cause an action in a propulsion apparatus or acontrol surface corresponding to the operator's input. Control signalscan be generated by an operator, which can be a human or a machine suchas a computer, an auto-pilot or a remote control system.

Various forms of propulsion have been used to propel marine vessels overor through the water. One type of propulsion system comprises a primemover, such as an engine or a turbine, which converts energy into arotation that is transferred to one or more propellers having blades incontact with the surrounding water. The rotational energy in a propelleris transferred by contoured surfaces of the propeller blades into aforce or “thrust” which propels the marine vessel. As the propellerblades push water in one direction, thrust and vessel motion aregenerated in the opposite direction. Many shapes and geometries forpropeller-type propulsion systems are known.

Other marine vessel propulsion systems utilize waterjet propulsion toachieve similar results. Such devices include a pump, a water inlet orsuction port and an exit or discharge port, which generate a waterjetstream that propels the marine vessel. The waterjet stream may bedeflected using a “deflector” to provide marine vessel control byredirecting some waterjet stream thrust in a suitable direction and in asuitable amount.

In some applications, such as in ferries, military water craft, andleisure craft, it has been found that propulsion using waterjets isespecially useful. In some instances, waterjet propulsion can provide ahigh degree of maneuverability when used in conjunction with marinevessel controls that are specially-designed for use with waterjetpropulsion systems.

It is sometimes more convenient and efficient to construct a marinevessel propulsion system such that the flow of water through the pump isalways in the astern direction is always in the forward direction. The“forward” direction 20, or “ahead” direction is along a vector pointingfrom the stern, or aft end of the vessel, to its bow, or front end ofthe vessel. By contrast, the “reverse”, “astern” or “backing” directingis along a vector pointing in the opposite direction (or 180° away) fromthe forward direction. The axis defined by a straight line connecting avessel's bow to its stern is referred to herein as the “major axis” 13of the vessel. A vessel has only one major axis. Any axis perpendicularto the major axis 13 is referred to herein as a “minor axis,” e.g., 22and 25. A vessel has a plurality of minor axes, lying in a planeperpendicular to the major axis. Some marine vessels have propulsionsystems which primarily provide thrust only along the vessel's majoraxis, in the forward or backward directions. Other thrust directions,along the minor axes, are generated with awkward or inefficientauxiliary control surfaces, rudders, planes, deflectors, etc. Ratherthan reversing the direction of the waterjet stream through the pump, itmay be advantageous to have the pump remain engaged in the forwarddirection (water flow directed astern) while providing other mechanismsfor redirecting the water flow to provide the desired maneuvers.

One example of a device that redirects or deflects a waterjet stream isa conventional “reversing bucket,” found on many waterjet propulsionmarine vessels. A reversing bucket deflects water, and is hence alsoreferred to herein as a “reversing deflector.” The reversing deflectorgenerally comprises a deflector that is contoured to at least partiallyreverse a component of the flow direction of the waterjet stream fromits original direction to an opposite direction. The reversing deflectoris selectively placed in the waterjet stream (sometimes in only aportion of the waterjet stream) and acts to generate a backing thrust,or force in the backing direction.

A reversing deflector may thus be partially deployed, placing it onlypartially in the waterjet stream, to generate a variable amount ofbacking thrust. By so controlling the reversing deflector and thewaterjet stream, an operator of a marine vessel may control the forwardand backwards direction and speed of the vessel. A requirement for safeand useful operation of marine vessels is the ability to steer thevessel from side to side. Some systems, commonly used withpropeller-driven vessels, employ “rudders” for this purpose.

Other systems for steering marine vessels, commonly used inwaterjet-propelled vessels, rotate the exit or discharge nozzle of thewaterjet stream from one side to another. Such a nozzle is sometimesreferred to as a “steering nozzle.” Hydraulic actuators may be used torotate an articulated steering nozzle so that the aft end of the marinevessel experiences a sideways thrust in addition to any forward orbacking force of the waterjet stream. The reaction of the marine vesselto the side-to-side movement of the steering nozzle will be inaccordance with the laws of motion and conservation of momentumprinciples, and will depend on the dynamics of the marine vessel design.

Despite the proliferation of the above-mentioned systems, some maneuversremain difficult to perform in a marine vessel. These include “trimming”the vessel, docking and other maneuvers in which vertical and lateralforces are provided.

It should be understood that while particular control surfaces areprimarily designed to provide force or motion in a particular direction,these surfaces often also provide forces in other directions as well.For example, a reversing deflector, which is primarily intended todevelop thrust in the backing direction, generally develops somecomponent of thrust or force in another direction such as along a minoraxis of the vessel. One reason for this, in the case of reversingdeflectors, is that, to completely reverse the flow of water from thewaterjet stream, (i.e., reversing the waterjet stream by 180°) wouldgenerally send the deflected water towards the aft surface of thevessel's hull, sometimes known as the transom. If this were to happen,little or no backing thrust would be developed, as the intended thrustin the backing direction developed by the reversing deflector would becounteracted by a corresponding forward thrust resulting from thecollision of the deflected water with the rear of the vessel or itstransom. Hence, reversing deflectors often redirect the waterjet streamin a direction that is at an angle which allows for development ofbacking thrust, but at the same time flows around or beneath the hull ofthe marine vessel. In fact, sometimes it is possible that a reversingdeflector delivers the deflected water stream in a direction which isgreater than 45° (but less than 90°) from the forward direction.

Nonetheless, those skilled in the art appreciate that certain controlsurfaces and control and steering devices such as reversing deflectorshave a primary purpose to develop force or thrust along a particularaxis. In the case of a reversing deflector, it is the backing directionin which thrust is desired.

Similarly, a rudder is intended to develop force at the stern portion ofthe vessel primarily in a side-to-side or athwart ships direction, evenif collateral forces are developed in other directions. Thus, net forceshould be viewed as a vector sum process, where net or resultant forceis generally the goal, and other smaller components thereof may begenerated in other directions at the same time.

Marine vessel control systems work in conjunction with the vesselpropulsion systems to provide control over the motion of the vessel. Toaccomplish this, control input signals are used that direct and controlthe vessel control systems. Control input devices are designed accordingto the application at hand, and depending on other considerations suchas cost and utility.

One control input device that can be used in marine vessel controlapplications is a control stick or “joystick,” which has become afamiliar part of many gaming apparatus. A control stick generallycomprises at least two distinct degrees of freedom, each providing acorresponding electrical signal. For example, as illustrated in FIG. 2,a control stick 100 may have the ability to provide a first controlinput signal in a first direction 111 about a neutral or zero positionas well as provide a second control input signal in a second direction113 about a neutral or zero position. Other motions are also possible,such as a plunging motion 115 or a rotating motion 117 that twists thehandle 114 of the control stick 100 about an axis 115 running throughthe handle of the control stick 100. Auxiliaries have been used inconjunction with control sticks and include stick-mounted buttons forexample (not shown).

To date, most control systems remain unwieldy and require highly-skilledoperation to achieve a satisfactory and safe result. Controlling amarine vessel typically requires simultaneous movement of severalcontrol input devices to control the various propulsion and controlapparatus that move the vessel. The resulting movement of marine vesselsis usually awkward and lacks an intuitive interface to its operator.

Even present systems employing advanced control input devices, such ascontrol sticks, are not very intuitive. An operator needs to move thecontrol sticks of present systems in a way that provides a one-to-onecorrespondence between the direction of movement of the control stickand the movement of a particular control actuator.

Examples of systems that employ control systems to control marinevessels include those disclosed in U.S. Pat. Nos. 6,234,100 and6,386,930, in which a number of vessel control and propulsion devicesare controlled to achieve various vessel maneuvers. Also, the ServoCommander system, by Styr-Kontroll Teknik corporation, comprises ajoystick-operated vessel control system that controls propulsion andsteering devices on waterjet-driven vessels. These and other presentsystems have, at best, collapsed the use of several independent controlinput devices (e.g., helm, throttle) into one device (e.g., controlstick) having an equivalent number of degrees of freedom as the inputdevices it replaced.

U.S. 2001/0029134 (hereinafter Moffet) discloses a water jet-driven boatthat has first and second steering nozzles and corresponding first andsecond reversing buckets, as well as a system for controlling thesteering nozzles and the corresponding reversing buckets, that includesa joystick with two axes of motion, and a controller. The controller ofMoffet and the system of Moffet are disclosed to move the first andsecond reversing buckets to a plurality of different positions formovements of the joystick along the X-axis off of center. In particular,Moffet discloses that a left/right movement of the joystick controls thedifferential positioning of the reversing buckets such that a leftwardmovement of the joystick causes the port bucket to move down in aplurality of positions and the starboard bucket to move up in aplurality of positions, thereby resulting in the bow moving to portaround a vertical axis passing between the two water jets. In addition,Moffet discloses that movement of the joystick to starboard causes thestarboard bucket to move down in a plurality of positions and the portbucket to move up in a plurality of positions, thereby resulting in thebow moving to starboard around the same vertical axis. Moffet alsodiscloses that the farther the joystick is moved either to the left orto the right away from the neutral position along the X-axis, thegreater the differential between the port and starboard bucket positionsand the greater the side forces that are created on the vessel. Inaddition, Moffet discloses that if either fore and aft movement need tobe controlled due to outside forces on the vessel or the need exists tomove fore or aft while moving laterally, forward or reverse thrust canbe reduced by moving the reversing buckets in unison while maintainingtheir differential positions relative to each other.

BRIEF SUMMARY

One embodiment of the invention comprises a method for controlling amarine vessel having a first steering nozzle, a corresponding firstintegral reversing deflector, a second steering nozzle and acorresponding second integral reversing deflector. The method includesreceiving a first vessel control signal corresponding to at least one ofa translational thrust command and a rotational thrust command,generating at least a first actuator control signal and a secondactuator control signal in response to the first vessel control signal,coupling the first actuator control signal to and controlling the firststeering nozzle and the second steering nozzle, and coupling the secondactuator control signal to and controlling the first integral reversingdeflector and the second integral reversing deflector. With this method,there is induced a net translational force to the marine vessel, inresponse to the first actuator control signal and the second actuatorcontrol signal corresponding to the first vessel control signalcomprising only the translational thrust command and a zero rotationalthrust command, so that substantially no net rotational force is inducedto the marine vessel. In addition, with this method there is induced anet force to the marine vessel, in response to the first actuatorcontrol signal and the second actuator control signal comprising acombination of the translational thrust command and the rotationalthrust command, substantially in a direction of a combination of thetranslational thrust command and the rotational thrust command for allcombinations of the rotational and translational thrust commands.

According to aspects of the invention, the method in response to thefirst vessel signal that corresponds to a full astern control command,flips the control processes for the first and second steerablepropulsors and the first and second integral reversing deflectors for afirst control signal that corresponds to a full ahead command.

According to aspects of the invention, the method in response to thefirst vessel signal that corresponds to a rotational movement and notranslational movement command, creates rotational forces on the marinevessel with substantially no translational forces on the marine vesselby pointing in the first and second steerable propulsors.

According to aspects of the invention, the method in response to thefirst vessel signal that corresponds to a rotational movement and notranslational movement command, creates rotational forces on the marinevessel with substantially no translational forces on the marine vesselby applying differential RPM forces to the first and second steerablepropulsors.

One embodiment of the invention comprises a method for controlling amarine vessel having a first steerable propulsor having a first thrustvector with a first thrust angle and a corresponding first reversingdevice that is configured to reverse thrust while maintaining the samefirst thrust angle, and a second steerable propulsor having a secondthrust vector with a second thrust angle and a corresponding secondreversing device that is configured to reverse thrust while maintainingthe same second thrust angle. The method comprises receiving a firstvessel control signal corresponding to at least one of a translationalthrust command and a rotational thrust command, generating at least afirst actuator control signal and a second actuator control signal inresponse to the first vessel control signal, coupling the first actuatorcontrol signal to and controlling the first steerable propulsor and thesecond steerable propulsor, and coupling the second actuator controlsignal to and controlling the first reversing device and the secondreversing device. With this method, there is induced a net translationalforce to the marine vessel, in response to the first actuator controlsignal and the second actuator control signal corresponding to the firstvessel control signal comprising only the translational thrust commandand a zero rotational thrust command, so that substantially no netrotational force is induced to the marine vessel. In addition, with thismethod, there is induced a net force to the marine vessel, in responseto the first actuator control signal and the second actuator controlsignal comprising a combination of the translational thrust command andthe rotational thrust command, substantially in a direction of acombination of the translational thrust command and the rotationalthrust command for all combinations of the rotational and translationalthrust commands.

One embodiment of the invention comprises a method for controlling amarine vessel having a first steerable propulsor, a corresponding firstreversing device, a second steerable propulsor and a correspondingsecond reversing device. The method comprises receiving a first vesselcontrol signal corresponding to a full astern control command,generating at least a first actuator control signal and a secondactuator control signal in response to the first vessel control signalwith control processes for the first and second steerable propulsors andthe first and second integral reversing deflectors, coupling the firstactuator control signal to and controlling the first steerable propulsorand the second steerable propulsor, and coupling the second actuatorcontrol signal to and controlling the first reversing device and thesecond reversing device. The method flips the control processes for thefirst and second steerable propulsors and the first and second integralreversing deflectors for a first control signal that corresponds to afull ahead command.

One embodiment of the invention comprises a method for controlling amarine vessel having a first steerable propulsor, a corresponding firstreversing device, a second steerable propulsor and a correspondingsecond reversing device. The method comprises receiving a first vesselcontrol signal corresponding to a rotational movement and notranslational movement command, generating at least a first actuatorcontrol signal and a second actuator control signal in response to thefirst vessel control signal, coupling the first actuator control signalto and controlling the first steerable propulsor and the secondsteerable propulsor, and coupling the second actuator control signal toand controlling the first reversing device and the second reversingdevice. The method creates rotational forces on the marine vessel withsubstantially no translational forces on the marine vessel by pointingin the first and second steerable propulsors.

One embodiment of the invention comprises a method for controlling amarine vessel having a first steerable propulsor, a corresponding firstreversing device, a second steerable propulsor and a correspondingsecond reversing device. The method comprises receiving a first vesselcontrol signal corresponding to a rotational movement and notranslational movement command, generating at least a first actuatorcontrol signal and a second actuator control signal in response to thefirst vessel control signal, coupling the first actuator control signalto and controlling the first steerable propulsor and the secondsteerable propulsor, and coupling the second actuator control signal toand controlling the first reversing device and the second reversingdevice. The method creates rotational forces on the marine vessel withsubstantially no translational forces on the marine vessel by applyingdifferential RPM forces to the first and second steerable propulsors.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates an outline of a marine vessel and various axes anddirections of motion referenced thereto;

FIG. 2 illustrates an exemplary embodiment of a control stick andassociated degrees of freedom;

FIG. 3 illustrates an exemplary vessel with a dual waterjet propulsionsystem and controls therefor;

FIG. 4 illustrates another exemplary vessel with a dual waterjetpropulsion system and controls therefor;

FIG. 5 illustrates an exemplary control apparatus and associatedactuator;

FIG. 6 illustrates an exemplary control system (cabling) diagram for asingle waterjet propulsion system;

FIG. 7 illustrates an exemplary control system (cabling) diagram for adual waterjet propulsion system;

FIG. 8 illustrates an exemplary control processor unit and exemplary setof signals;

FIGS. 9A-9C illustrate an exemplary set of control functions and signalsfor a single waterjet vessel corresponding to motion of a control stickin the x-direction;

FIGS. 10A-10B illustrate an exemplary set of control functions andsignals for a single waterjet vessel corresponding to motion of acontrol stick in the y-direction;

FIGS. 11A-11B illustrate an exemplary set of control functions andsignals for a single waterjet vessel corresponding to motion of athrottle and helm control apparatus;

FIGS. 12A-12D illustrate exemplary maneuvers provided by motion of acontrol stick and helm for a single waterjet vessel;

FIG. 13A illustrates a signal diagram an exemplary marine vessel controlsystem for a dual waterjet vessel; FIG. 13B illustrates a signal diagramof another embodiment of a marine vessel control system for a dualwaterjet vessel;

FIGS. 13C-13D illustrate thrust modulation of a vessel using thereversing, in part, to accommodate the thrust modulation according tosome embodiments;

FIGS. 13E-13F illustrate thrust modulation of a vessel using engine RPMsonly and without using, in part, the reversing bucket;

FIG. 13G illustrates resulting vessel movement when modulating thethrust according to the technique illustrated in FIGS. 13C-13D;

FIG. 13H illustrates resulting vessel movement when modulating thethrust according to the technique illustrated in FIGS. 13E-13F;

FIGS. 14A-C illustrate an exemplary set of (port) control functions andsignals of the vessel control system corresponding to motion of acontrol stick in the x-direction, for a dual waterjet vessel;

FIGS. 14D-F illustrate another exemplary set of (port) control functionsand signals of the vessel control system corresponding to motion of acontrol stick in the x-direction, for a dual waterjet vessel;

FIGS. 15A-C illustrate an exemplary set of (starboard) control functionsand signals of the vessel control system corresponding to motion of acontrol stick in the x-direction, for a dual waterjet vessel;

FIGS. 15D-F illustrates another exemplary set of (starboard) controlfunctions and signals of the vessel control system corresponding tomotion of a control stick in the x-direction, for a dual waterjetvessel;

FIGS. 16A-16B illustrate an exemplary set of (port) control functionsand signals for a dual waterjet vessel corresponding to motion of acontrol stick in the y-direction;

FIG. 17A-17B illustrate an exemplary set of (starboard) controlfunctions and signals for a dual waterjet vessel corresponding to motionof a control stick in the y-direction;

FIGS. 18A-18B illustrate an exemplary set of control functions andsignals for a dual waterjet vessel corresponding to motion of a helmcontrol apparatus;

FIGS. 19A-19B illustrate an exemplary set of control functions andsignals for a dual waterjet vessel corresponding to motion of a throttlecontrol apparatus;

FIGS. 20A-20D illustrate exemplary maneuvers provided by motion of acontrol stick and helm for a dual waterjet vessel;

FIGS. 21A-21C illustrate an exemplary subset of motions of an integralreversing bucket and steering nozzle;

FIGS. 22A-22B illustrate thrust and water flow directions from theintegral reversing bucket and steering nozzle of FIGS. 21A-21C;

FIG. 23 illustrates plots of thrust angle versus nozzle angle for theintegral reversing bucket and steering nozzle assembly of FIGS. 21A-21C;

FIGS. 24A-24C illustrate an exemplary subset of motions of alaterally-fixed reversing bucket and steering nozzle;

FIGS. 25A-25B illustrate thrust and water flow directions from thelaterally-fixed reversing bucket and steering nozzle of FIGS. 24A-24C;

FIG. 26 illustrates plots of thrust angle versus nozzle angle for thelaterally-fixed reversing bucket and steering nozzle assembly of FIGS.24A-24C;

FIG. 27 illustrates an alternate embodiment of a vessel controlapparatus to be used with embodiments of marine vessel control system ofthis disclosure, and resulting vessel maneuvers;

FIG. 28 illustrates a control system (cabling) diagram for analternative embodiment of a dual waterjet propulsion system, with aremote control interface;

FIG. 29 illustrates an exemplary signal diagram for the embodiment ofthe marine vessel control system for a dual waterjet vessel, with aremote control interface of FIG. 28;

FIG. 30 illustrates a signal diagram of one exemplary embodiment of amarine vessel control system for a vessel comprising dual waterjets andbow thruster;

FIGS. 31A-D illustrates maneuvers resulting from motion of a controlstick and helm for the embodiment of the marine vessel control system ofFIG. 30;

FIG. 32 illustrates a signal diagram of another embodiment of a marinevessel control system for a vessel comprising dual waterjets and bowthruster;

FIG. 33 illustrates some exemplary vessel movements for a vesselconfigured with dual waterjets and corresponding laterally fixedreversing buckets and a vessel configured with dual waterjets andcorresponding integral reversing buckets;

FIG. 34 illustrates additional exemplary vessel movements for a vesselconfigured with dual waterjets and corresponding laterally fixedreversing buckets and a vessel configured with dual waterjets andcorresponding integral reversing buckets;

FIG. 35 illustrates a cabling diagram of an embodiment of a marinevessel control system for a vessel equipped with a dual waterjetpropulsion system and with corresponding integral reversing buckets;

FIG. 36 illustrates movements of a control apparatus for five zones ofan embodiment of the marine vessel control system of FIG. 35;

FIG. 37 illustrates a signal diagram for a first control zone of themarine vessel control system of FIG. 35;

FIG. 38 illustrates a signal diagram for a second control zone of themarine vessel control system of FIG. 35;

FIG. 39 illustrates one embodiment of a signal diagram for a thirdcontrol zone of the marine vessel control system of FIG. 35;

FIG. 40 illustrates a signal diagram for a fourth control zone of themarine vessel control system of FIG. 35;

FIG. 41 illustrates one embodiment of a signal diagram for a fifthcontrol zone of the marine vessel control system of FIG. 35;

FIG. 42 illustrates exemplary movements by the marine vessel equippedwith dual integrated waterjet and reversing buckets, and configured withthe marine vessel control system of FIGS. 35-41;

FIG. 43 illustrates additional exemplary movements of a vesselconfigured with the control system of the invention and equipped withdual integrated waterjet and reversing buckets, and configured with themarine vessel control system of FIGS. 35-41;

FIG. 44 illustrates a signal diagram for a first control zone of amarine vessel control system for controlling devices such as outboardengines and outdrives;

FIG. 45 illustrates a signal diagram for a second control zone of amarine vessel control system for controlling devices such as outboardengines and outdrives;

FIG. 46 illustrates one embodiment of a signal diagram for a thirdcontrol zone of a marine vessel control system for controlling devicessuch as outboard engines and outdrives;

FIG. 47 illustrates a signal diagram for a fourth control zone of amarine vessel control system for controlling devices such as outboardengines and outdrives; and

FIG. 48 illustrates one embodiment of a signal diagram for a fifthcontrol zone of a marine vessel control system for controlling devicessuch as outboard engines and outdrives.

DETAILED DESCRIPTION

In view of the above discussion, and in view of other considerationsrelating to design and operation of marine vessels, it is desirable tohave a marine vessel control system which can provide forces in aplurality of directions, such as a trimming force, and which can controlthrust forces in a safe and efficient manner. Some aspects of thepresent invention generate or transfer force from a waterjet stream,initially flowing in a first direction, into one or more alternatedirections. Other aspects provide controls for such systems.

Aspects of marine vessel propulsion, including trim control, aredescribed further in pending U.S. patent application, Ser. No.10/213,829, which is hereby incorporated by reference in its entirety.In addition, some or all aspects of the present invention apply tosystems using equivalent or similar components and arrangements, such asoutboard motors instead of jet propulsion systems and systems usingvarious prime movers not specifically disclosed herein.

Prior to a detailed discussion of various embodiments of the presentinvention, it is useful to define certain terms that describe thegeometry of a marine vessel and associated propulsion and controlsystems. FIG. 1 illustrates an exemplary outline of a marine vessel 10having a forward end called a bow 11 and an aft end called a stern 12. Aline connecting the bow 11 and the stern 12 defines an axis hereinafterreferred to the marine vessel's major axis 13. A vector along the majoraxis 13 pointing along a direction from stern 12 to bow 11 is said to bepointing in the ahead or forward direction 20. A vector along the majoraxis 13 pointing in the opposite direction (180° away) from the aheaddirection 20 is said to be pointing in the astern or reverse or backingdirection 21.

The axis perpendicular to the marine vessel's major axis 13 andnominally perpendicular to the surface of the water on which the marinevessel rests, is referred to herein as the vertical axis 22. The vectoralong the vertical axis 22 pointing away from the water and towards thesky defines an up direction 23, while the oppositely-directed vectoralong the vertical axis 22 pointing from the sky towards the waterdefines the down direction 24. It is to be appreciated that the axes anddirections, e.g. the vertical axis 22 and the up and down directions 23and 24, described herein are referenced to the marine vessel 10. Inoperation, the vessel 10 experiences motion relative to the water inwhich it travels. However, the present axes and directions are notintended to be referenced to Earth or the water surface.

The axis perpendicular to both the marine vessel's major axis 13 and avertical axis 22 is referred to as an athwartships axis 25. Thedirection pointing to the left of the marine vessel with respect to theahead direction is referred to as the port direction 26, while theopposite direction, pointing to the right of the vessel with respect tothe forward direction 20 is referred to as the starboard direction 27.The athwartships axis 25 is also sometimes referred to as defining a“side-to-side” force, motion, or displacement. Note that theathwartships axis 25 and the vertical axis 22 are not unique, and thatmany axes parallel to said athwartships axis 22 and vertical axis 25 canbe defined.

With this the three most commonly-referenced axes of a marine vesselhave been defined. The marine vessel 10 may be moved forward orbackwards along the major axes 13 in directions 20 and 21, respectively.This motion is usually a primary translational motion achieved by use ofthe vessels propulsion systems when traversing the water as describedearlier. Other motions are possible, either by use of vessel controlsystems or due to external forces such as wind and water currents.Rotational motion of the marine vessel 10 about the athwartships axis 25which alternately raises and lowers the bow 11 and stern 12 is referredto as pitch 40 of the vessel. Rotation of the marine vessel 10 about itsmajor axis 13, alternately raising and lowering the port and starboardsides of the vessel is referred to as roll Finally, rotation of themarine vessel 10 about the vertical axis 22 is referred to as yaw Anoverall vertical displacement of the entire vessel 10 that moves thevessel up and down (e.g. due to waves) is called heave.

In waterjet propelled marine vessels a waterjet is typically dischargedfrom the aft end of the vessel in the astern direction 21. The marinevessel 10 normally has a substantially planar bulkhead or portion of thehull at its aft end referred to as the vessel's transom 30. In somesmall craft an outboard propeller engine is mounted to the transom 30.

FIG. 2 illustrates an exemplary vessel control apparatus 100. The vesselcontrol apparatus 100 can take the form of an electro-mechanical controlapparatus such as a control stick, sometimes called a joystick. Thecontrol stick generally comprises a stalk 112, ending in a handle 114.This arrangement can also be thought of as a control lever. The controlstick also has or sits on a support structure 118, and moves about oneor more articulated joints 116 that permit one or more degrees offreedom of movement of the control stick. Illustrated are some exemplarydegrees of freedom or directions of motion of the vessel controlapparatus 100. The “y” direction 113 describes forward-and-aft motion ofthe vessel control apparatus. The “x” direction 111 describesside-to-side motion of the vessel control apparatus 100. It is alsopossible in some embodiments to push or pull the handle 114 verticallywith respect to the vessel to obtain a vessel control apparatus 100motion in the “z” direction 115. It is also possible, according to someembodiments, to twist the control stick along a rotary degree of freedom117 by twisting the handle 114 clockwise or counterclockwise about thez-axis.

Referring to FIG. 3, a waterjet propulsion system and control system fora dual waterjet driven marine vessel are illustrated. The figureillustrates a twin jet propulsion system, having a port propulsor orpump 150P and a starboard propulsor 150S that generate respectivewaterjet streams 151P and 151S. Both the port and starboard devicesoperate similarly, and will be considered analogous in the followingdiscussions. Propulsor or pump 150 drives waterjet stream 151 from anintake port (not shown, near 156) to nozzle 158. Nozzle 158 may bedesigned to be fixed or articulated, in which case its motion istypically used to steer the vessel by directing the exit waterjet streamto have a sideways component. The figure also illustrates reversingdeflector or bucket 154 that is moved by a control actuator 152. Thecontrol actuator 152 comprises a hydraulic piston cylinder arrangementfor pulling and pushing the reversing deflector 154 into and out of thewaterjet stream 151P. The starboard apparatus operates similar to thatdescribed with regard to the port apparatus, above.

The overall control system comprises electrical as well as hydrauliccircuits that includes a hydraulic power unit 141. The hydraulic powerunit 141 may comprise various components required to sense and deliverhydraulic pressure to various actuators. For example, the hydraulic unit141 may comprise hydraulic fluid reservoir tanks, filters, valves andcoolers. Hydraulic pumps 144P and 144S provide hydraulic fluid pressureand can be fixed or variable-displacement pumps. Actuator control valve140 delivers hydraulic fluid to and from the actuators, e.g. 152, tomove the actuators. Actuator control valve 140 may be a proportionalsolenoid valve that moves in proportion to a current or voltage providedto its solenoid to provide variable valve positioning. Return paths areprovided for the hydraulic fluid returning from the actuators 152.Hydraulic lines, e.g. 146, provide the supply and return paths formovement of hydraulic fluid in the system. Of course, manyconfigurations and substitutions may be carried out in designing andimplementing specific vessel control systems, depending on theapplication, and that described in regard to the present embodiments isonly illustrative.

The operation of the electro-hydraulic vessel control system of FIG. 3is as follows. A vessel operator moves one or more vessel controlapparatus. For example, the operator moves the helm 120, the enginethrottle controller 110 or the control stick 100. Movement of saidvessel control apparatus is in one or more directions, facilitated byone or more corresponding degrees of freedom. The helm 120, for example,may have a degree of freedom to rotate the wheel in the clockwisedirection and in the counter-clockwise direction. The throttlecontroller 110 may have a degree of freedom to move forward-and-aft, ina linear, sliding motion. The control stick 100 may have two or moredegrees of freedom and deflects from a neutral center position asdescribed earlier with respect to FIG. 2.

The movement of one or more of the vessel control apparatus generates anelectrical vessel control signal. The vessel control signal is generatedin any one of many known ways, such as by translating a mechanicalmovement of a wheel or lever into a corresponding electrical signalthrough a potentiometer. Digital techniques as well as analog techniquesare available for providing the vessel control signal and are within thescope of this disclosure.

The vessel control signal is delivered to a control processor unit 130which comprises at least one processor adapted for generating aplurality of actuator control signals from the vessel control signal.The electrical lines 132 are input lines carrying vessel control signalsfrom the respective vessel control apparatus 100, 110 and 120. Thecontrol processor unit 130 may also comprise a storage member thatstores information using any suitable technology. For example, a datatable holding data corresponding to equipment calibration parameters andset points can be stored in a magnetic, electrostatic, optical, or anyother type of unit within the control processor unit 130.

Other input signals and output signals of the control processor unit 130include output lines 136, which carry control signals to controlelectrically-controlled actuator control valve 140. Also, controlprocessor unit 130 receives input signals on lines 134 from any signalsof the control system to indicate a position or status of that part.These input signals may be used as a feedback in some embodiments tofacilitate the operation of the system or to provide an indication tothe operator or another system indicative of the position or status ofthat part.

FIG. 4 illustrates another exemplary embodiment of a dual jet drivenpropulsion and control system for a marine vessel and is similar to FIG.3 except that the system is controlled with only a helm 120 and acontrol stick 100. It is to be appreciated that throughout thisdescription like parts have been labeled with like reference numbers,and a description of each part is not always repeated for the sake ofbrevity. For this embodiment, the functions of the throttle controller110 of FIG. 3 are subsumed in the functions of the control stick 100.Outputs 133 “To Engine” allow for control of the input RPM of pumps 150Pand 150S. In some embodiments, the steering nozzles 158 may becontrolled from the control stick 100 as well.

FIG. 5 illustrates an example of a control device and associatedactuator. A waterjet stream is produced at the outlet of a waterjet pumpas described earlier, or is generated using any other water-driveapparatus. A waterjet propulsion system moves a waterjet stream 3101pumped by a pump (also referred to herein as a propulsor, or a means forpropelling water to create the waterjet) through waterjet housing 3132and out the aft end of the propulsion system through an articulatedsteering nozzle 3102.

The fact that the steering nozzle 3102 is articulated to moveside-to-side will be explained below, but this nozzle 3102 may also befixed or have another configuration as used in various applications. Thewaterjet stream exiting the steering nozzle 3102 is designated as 3101A.

FIG. 5 also illustrates a laterally-fixed reversing bucket 3104 and trimdeflector 3120 positioned to allow the waterjet stream to flow freelyfrom 3101 to 3101A, thus providing forward thrust for the marine vessel.The forward thrust results from the flow of the water in a directionsubstantially opposite to the direction of the thrust. Trim deflector3120 is fixably attached to reversing deflector 3104 in this embodiment,and both the reversing deflector 3104 and the trim deflector 3120 rotatein unison about a pivot 3130.

Other embodiments of a reversing deflector and trim deflector for awaterjet propulsion system are illustrated in commonly-owned, co-pendingU.S. patent application, Ser. No. 10/213,829, which is herebyincorporated by reference in its entirety.

The apparatus for moving the integral reversing deflector and trimdeflector comprises a hydraulic actuator 3106, comprising a hydrauliccylinder 3106A in which travels a piston and a shaft 3106B attached to apivoting clevis 3106C. Shaft 3106B slides in and out of cylinder 3106A,causing a corresponding raising or lowering of the integral reversingdeflector and trim deflector apparatus 3700, respectively.

It can be appreciated from FIG. 5 that progressively lowering thereversing deflector will provide progressively more backing thrust,until the reversing deflector is placed fully in the exit stream 3101A,and full reversing or backing thrust is developed. In this position,trim deflector 3120 is lowered below and out of the exit stream 3101A,and provides no trimming force.

Similarly, if the combined reversing deflector and trim deflectorapparatus 3700 is rotated upwards about pivot 3130 (counter clockwise inFIG. 5) then the trim deflector 3120 will progressively enter theexiting water stream 3101A, progressively providing more trimming force.In such a configuration, the reversing deflector 3104 will be raisedabove and out of waterjet exit stream 3101A, and reversing deflector3104 will provide no force.

However, it is to be understood that various modifications to thearrangement, shape and geometry, the angle of attachment of thereversing deflector 3104 and the trim deflector 3120 and the size of thereversing deflector 3104 and trim deflector 3120 are possible, asdescribed for example in co-pending U.S. patent application, Ser. No.10/213,829. It is also to be appreciated that although such arrangementsare not expressly described herein for all embodiments, but that suchmodifications are nonetheless intended to be within the scope of thisdisclosure.

Steering nozzle 3102 is illustrated in FIG. 5 to be capable of pivotingabout a trunion or a set of pivots 3131 using a hydraulic actuator.Steering nozzle 102 may be articulated in such a manner as to provideside-to-side force applied at the waterjet by rotating the steeringnozzle 3102, thereby developing the corresponding sideways force thatsteers the marine vessel. This mechanism works even when the reversingdeflector 3104 is fully deployed, as the deflected water flow willtravel through the port and/or starboard sides of the reversingdeflector 3104. Additionally, the steering nozzle 3102 can deflectside-to-side when the trim deflector 3120 is fully deployed.

FIG. 6 illustrates an exemplary control system diagram for a singlewaterjet driven marine vessel having one associated steering nozzle andone associated reversing bucket as well as a bow thruster 200. Thediagram illustrates a vessel control stick 100 (joystick) and a helm 120connected to provide vessel control signals to a control processor unit130 (control box). The vessel control unit 130 provides actuator controlsignals to a number of devices and actuators and receives feedbacksignals from a number of actuators and devices. The figure onlyillustrates a few such actuators and devices, with the understandingthat complete control of a marine vessel is a complex procedure that caninvolve any number of control apparatus (not illustrated) and depends ona number of operating conditions and design factors. Note that thefigure is an exemplary cabling diagram, and as such, some lines areshown joined to indicate that they share a common cable, in thisembodiment, and not to indicate that they are branched or carry the samesignals.

One output signal of the control processor unit 130 is provided, on line141A, to a reversing bucket proportional solenoid valve 140A. The bucketproportional solenoid valve 140A has coils, indicated by “a” and “b”that control the hydraulic valve ports to move fluid through hydrauliclines 147A to and from reversing bucket actuator 152. The reversingbucket actuator 152 can retract or extend to move the reversing bucket154 up or down to appropriately redirect the waterjet stream and provideforward or reversing thrust.

Another output of the control processor unit 130, on line 141B, isprovided to the nozzle proportional valve 140B. The nozzle proportionalvalve 140B has coils, indicated by “a” and “b” that control thehydraulic valve ports to move fluid through hydraulic lines 147B to andfrom nozzle actuator 153. The nozzle actuator 153 can retract or extendto move the nozzle 158 from side to side control the waterjet stream andprovide a turning force.

Additionally, an output on line 203 of the control processor unit 130provides an actuator control signal to control a prime mover, or engine202. As stated earlier, an actuator may be any device or element able toactuate or set an actuated device. Here the engine's rotation speed(RPM) or another aspect of engine power or throughput may be socontrolled using a throttle device, which may comprise any of amechanical, e.g. hydraulic, pneumatic, or electrical device, orcombinations thereof.

Also, a bow thruster 200 (sometimes referred to merely as a “thruster”)is controlled by actuator control signal provided on output line 201 bythe control processor unit 130. The actuator control signal on line 201is provided to a bow thruster actuator to control the bow thruster 200.Again, the bow thruster actuator may be of any suitable form totranslate the actuator control signal on line 201 into a correspondingmovement or action or state of the bow thruster 200. Examples ofthruster actions include speed of rotation of an impeller and/ordirection of rotation of the impeller.

According to an aspect of some embodiments of the control system, anautopilot 138, as known to those skilled in the art, can provide avessel control signal 137 to the control processor unit 130, which canbe used to determine actuator control signals. For example, theautopilot 138 can be used to maintain a heading or a speed. It is to beappreciated that the autopilot 138 can also be integrated with thecontrol processor unit 130 and that the control processor unit 130 canalso be programmed to comprise the autopilot 138.

FIG. 7 illustrates a control system for a marine vessel having twowaterjets, two nozzles, 158P and 158S, and two reversing buckets, 152Pand 152S. The operation of this system is similar to that of FIG. 6, andlike parts have been illustrated with like reference numbers and adescription of such parts is omitted for the sake of brevity. However,this embodiment of the control processor unit 130 generates more outputactuator control signals based on the input vessel control signalsreceived from vessel control apparatus 100 and 120. Specifically, theoperation of a vessel having two or more waterjets, nozzles, reversingbuckets, etc. use a different set of algorithms, for example, storedwithin control processor unit 130, for calculating or generating theoutput actuator control signals provided by the control processor unit130. Such algorithms can take into account the design of the vessel, andthe number and arrangement of the control surfaces and propulsionapparatus.

We now look at a more detailed view of the nature of the signalsprovided to and produced by the control processor unit 130. FIG. 8illustrates a portion of a control processor unit 130A with a dashedoutline, symbolically representing an exemplary set of signals andfunctions processed and provided by the control processor unit 130 for amarine vessel having a single waterjet propulsor apparatus. As describedearlier, the control processor unit receives one or more input signalsfrom one or more vessel control apparatus, e.g., 100, 110, and 120.

Control stick 100 is a joystick-type vessel control apparatus, havingtwo degrees of freedom (x and y) which provide corresponding outputvessel control signals VCx and VCy. Each of the vessel control signalsVCx and VCy can be split into more than one branch, e.g. VCx1, VCx2 andVCx3, depending on how many functions are to be carried out and how manyactuators are to be controlled with each of the vessel control signalsVCx and VCy.

The helm 120 is a vessel control apparatus and has one degree of freedomand produces a vessel control signal VCh corresponding to motion of thehelm wheel along a rotary degree of freedom (clockwise orcounter-clockwise).

Throttle control 110 is a vessel control apparatus and has one degree offreedom and produces a vessel control signal VCt corresponding to motionof the throttle control 110 along a linear degree of freedom.

According to one aspect of the invention, each vessel control signal isprovided to the control processor unit 130 and is used to produce atleast one corresponding actuator control signal. Sometimes more than onevessel control signal are processed by control processor unit 130 toproduce an actuator control signal.

According to the embodiment illustrated in FIG. 8, the x-axis vesselcontrol signal VCx provided by the control stick 100 is split to controlthree separate device actuators: a bow thruster actuator, a prime moverengine RPM actuator and a waterjet nozzle position actuator (devices andactuators not shown). The vessel control signal VCx is split into threevessel control branch signals, VCx1, VCx2 and VCx3. The branch signalscan be thought of as actually splitting up by a common connection fromthe main vessel control signal VCx or derived in some other way thatallows the vessel control signal VCx to be used three times. Vesselcontrol branch signal VCx1 is equal to the vessel control signal VCx andis input to a bow thruster RPM and direction module 180 that is adaptedfor calculating actuator signal AC1 to control the RPM and direction ofmotion of the bow thruster. In one embodiment of the bow thruster RPMand direction module 180, processor module 130A is provided with alook-up table (LUT) which determines the end-points of the functionalrelationship between the input vessel control branch signal VCx1 and theoutput actuator control signal AC1.

Processor module 130A may be one of several processing modules thatcomprise the control processor unit 130. Many other functions, such asincorporation of a feedback signal from one or more actuators can beperformed by the processors 130, 130A as well. The signals shown to exitthe processor module 130A are only illustrative and may be included withother signals to be processed in some way prior to delivery to anactuator. Note that in some embodiments of the processor module 130Athere is no difference, or substantially no difference, between thevessel control signal VCx and the associated vessel control branchsignals (e.g., VCx1, VCx2 and VCx3), and they will all be generallyreferred to herein as vessel control signals. One of skill in the artwould envision that the exact signals input into the function modules ofa control processor unit can be taken directly from the correspondingvessel control apparatus, or could be pre-processed in some way, forexample by scaling through an amplifier or by converting to or from anyof a digital signal and an analog signal using a digital-to-analog or ananalog-to-digital converter.

While various embodiments described herein present particularimplementations of the control processor unit 130 and the variousassociated modules which functionally convert input vessel controlsignals to actuator control signal outputs, it should be understood thatthe invention is not limited to these illustrative embodiments. Forexample, the modules and control processor unit 130 may be implementedas a processor comprising semiconductor hardware logic which executesstored software instructions. Also, the processor and modules may beimplemented in specialty (application specific) integrated circuitsASICs, which may be constructed on a semiconductor chip. Furthermore,these systems may be implemented in hardware and/or software whichcarries out a programmed set of instructions as known to those skilledin the art.

The waterjet prime mover (engine) RPM is controlled in the followingway. Vessel control branch signal VCx2, which is substantially equal tothe vessel control signal VCx is provided to engine RPM module 181 thatis adapted for calculating a signal AC21. In addition, vessel controlsignal VCy is used to obtain vessel control branch signal VCy1 that isprovided to engine RPM module 183, which determines and provides anoutput signal AC22. Further, throttle control apparatus 110, providesvessel control signal VCt, that is provided to engine RPM module 186that determines and provides an output signal AC23. The three signalsAC21, AC22 and AC23 are provided to a selector 170 that selects thehighest of the three signals. The highest of AC21, AC22 and AC23 isprovided as the actuator control signal AC2 that controls the engineRPM. It is to be appreciated that, although engine RPM modules 181, 183and 186 have been illustrated as separate modules, they can beimplemented as one module programmed to perform all three functions,such as a processor programmed according to the three illustratedfunctions.

It should also be pointed out that the system described above is onlyexemplary. Other techniques for selecting or calculating actuatorcontrol signal AC2 are possible. For example, it is also possible todetermine averages or weighted averages of input signals, or use otheror additional input signals, such as feedback signals to produce AC2. Itis also to be appreciated that, depending on the desired vessel dynamicsand vessel design, other function modules and selectors may beimplemented within control processor unit 130 as well.

As mentioned above, control stick 100 produces vessel control signal VCywhen the control stick 100 is moved along the y-direction degree offreedom as previously mentioned. According to another aspect of thisembodiment, reversing bucket position module 184 receives vessel controlsignal VCy and calculates the actuator control signal AC3. The signalAC3 is provided to the reversing bucket actuator (not shown). Signal AC3may be an input to a closed-loop position control circuit wherein signalAC3 corresponds to a commanded position of the reversing bucketactuator, provided directly or indirectly, to cause the reversing bucketto be raised and lowered, as described earlier. Reference is made toFIG. 6, in which signals 134A and 134B are feedback signals from thereversing bucket actuator 152 and the nozzle actuator 153, respectively.More detailed descriptions of the construction and operation ofclosed-loop feedback circuits in marine vessel control systems areprovided in the patent applications referenced earlier in this section,which are hereby incorporated by reference.

According to another aspect of the invention, input signals are takenfrom each of the control stick 100 and the helm 120 to operate andcontrol the position of the waterjet nozzle (not shown). Vessel controlsignals VCx3 and VCh are provided to nozzle position modules 182 and186, which generate signals AC41 and AC42 respectively. The signals AC41and AC42 are summed in a summing module 172 to produce the nozzleposition actuator control signal AC4. Note that the summing module 172can be replaced with an equivalent or other function, depending on theapplication.

The previous discussion has illustrated that algorithms can beimplemented within the control processor unit 130, and are in someembodiments carried out using function modules. This description isconceptual and should be interpreted generally, as those skilled in theart recognize the possibility of implementing such a processing unit ina number of ways. These include implementation using a digitalmicroprocessor that receives the input vessel control signals or vesselcontrol branch signals and performs a calculation using the vesselcontrol signals to produce the corresponding output signals or actuatorcontrol signals. Also, analog computers may be used which comprisecircuit elements arranged to produce the desired outputs. Furthermore,look-up tables containing any or all of the relevant data points may bestored in any fashion to provide the desired output corresponding to aninput signal.

Key data points on the plots of the various functions relating theinputs and outputs of the function modules are indicated with varioussymbols, e.g. solid circles, plus signs and circles containing plussigns. These represent different modes of calibration and setting up ofthe functions and will be explained below.

Specific examples of the algorithms for generating thepreviously-described actuator control signals for single-waterjetvessels are given in FIGS. 9-11.

FIG. 9(a) illustrates the bow thruster RPM and direction module 180, theengine RPM module 181, and the nozzle position module 182 in furtherdetail. Each of these modules receives as an input signals due to motionof the control stick 100 along the x-direction or x-axis. As mentionedbefore, such motion generates a vessel control signal VCx that is splitinto three signals VCx1, VCx2 and VCx3. The thruster RPM and directionof thrust module 180 converts vessel control branch signal VCx1 into acorresponding actuator control signal AC1. According to one embodimentof the invention, module 180 provides a linear relationship between theinput VCx1 and the output AC1. The horizontal axis shows the value ofVCx1 with a neutral (zero) position at the center with port being to theleft of center and starboard (“STBD”) being to the right of center inthe figure. An operator moving the control stick 100 to port will causean output to generate a control signal to drive the bow thruster in ato-port direction. The amount of thrust generated by the bow thruster200 (see FIG. 6) is dictated in part by the bow thruster actuator and isaccording to the magnitude of the actuator control signal AC1 along they-axis in module 180. Thus, when no deflection of the control stick 100is provided, zero thrust is generated by the bow thruster 200. Operationto-starboard is analogous to that described above in regard to theto-port movement.

It is to be appreciated that the bow thruster 200 can be implemented ina number of ways. The bow thruster 200 can be of variable speed anddirection or can be of constant speed and variable direction. The bowthruster 200 may also be an electrically-driven propulsor whose speedand direction of rotation are controlled by a signal which isproportional to or equal to actuator control signal AC1. The preciseform of this function is determined by preset configuration pointstypically set at the factory

FIG. 9(b) illustrates the relationship between waterjet prime moverengine RPM and the vessel control signal VCx2, according to oneembodiment of the invention. Engine RPM module 181 receives vesselcontrol signal (or branch signal) VCx2 and uses a group of pre-set datapoints relating the vessel control signal inputs to actuator controlsignal outputs to compute a response. Simply put, for control stick 100movements near the neutral x=0 center position, engine RPM controlmodule provides an engine RPM control signal having an amplitude that isminimal, and consists of approximately idling the engine at its minimalvalue. According to an aspect of this embodiment, this may be true forsome interval of the range of the control stick 100 in the x-directionabout the center position as shown in the figure, or may be only truefor a point at or near the center position.

The figure also shows that, according to this embodiment of the module181, moving the control stick 100 to its full port or full starboardposition generates the respective relative maximum engine RPM actuatorcontrol signal AC21. While the figure shows the port and starboardsignals as symmetrical, they may be asymmetrical to some extent ifdictated by some design or operational constraint that so makes thevessel or its auxiliary equipment or load asymmetrical with respect tothe x-axis. The precise form of this function is determined by presetconfiguration points typically set at the factory or upon installation.

FIG. 9(c) illustrates the relation between the vessel control signalVCx3 and the discharge nozzle position according to one embodiment ofthe invention. Nozzle position module 182 generates an output actuatorcontrol signal AC41 based on the x-axis position of the control stick100. The nozzle actuator (not shown) moves the nozzle in the portdirection in proportion to an amount of deflection of the control stick100 along the x-axis in the port direction and moves the nozzle in thestarboard direction in proportion to an amount of deflection of thecontrol stick 100 along the x-axis in the starboard direction. Theprecise function and fixed points therein are calibrated based on anoptimum settings procedure and may be performed dock-side by theoperator or underway, as will be described in more detail below.

FIGS. 10(a, b) illustrate the engine RPM module 183 and the bucketposition module 184 in further detail. Each of these modules receives aninput signal VCy taken from the control stick 100 when moved along they-direction. FIG. 10(a) illustrates a vessel control branch signal VCy 1which is provided to engine RPM module 183, which in turn computes anoutput signal AC22. Said output signal AC22 provides a control signalAC2 to the waterjet engine RPM actuator (not shown). Signal AC22 iscombined with other signals, as discussed earlier, to provide the actualactuator control signal AC2. According to this embodiment of the engineRPM module, the engine RPM is set to a low (idle) speed at or around they=0 control stick position. Also, the extreme y-positions of the controlstick result in relative maxima of the engine RPM. It should be pointedout that in this embodiment this function is not symmetrical about they=0 position, due to a loss of efficiency with the reversing bucketdeployed, and depends upon calibration of the system at the factory.

FIG. 10(b) illustrates the effect of control stick 100 movement alongthe y-axis on the reversing bucket position, according to one embodimentof the invention. A vessel control signal VCy2 is plotted on thehorizontal axis depicting module 184. When moved to the “back” or aftposition, actuator control signal AC3, provided by module 184, causes afull-down movement of the reversing bucket 154 (not shown), thusproviding reversing thrust. When the control stick 100 is moved fullyforward in the y-direction, actuator control signal AC3 causes a full-upmovement of the reversing bucket 154. According to this embodiment, thereversing bucket 154 reaches its maximum up or down positions prior toreaching the full extreme range of motion in the y-direction of thecontrol stick 100. These “shoulder points” are indicated for the up anddown positions by numerals 184A and 184B, respectively. The piecewiselinear range between points 184A and 184B approximately coincide withthe idle RPM range of module 183. This allows for fine thrustadjustments around the neutral bucket position while higher thrustvalues in the ahead and astern directions are achieved by increasing theengine RPM when the control stick is moved outside of the shoulderpoints. It can be seen that in this and other exemplary embodiments thecenter y-axis position of control stick 100 is not necessarilyassociated with a zero or neutral reversing bucket position. In the caseof the embodiment illustrated in FIG. 10(b), the zero y-axis positioncorresponds to a slightly down position 184C of the reversing bucket154.

FIG. 11(a) illustrates the nozzle position function module 185 infurther detail. This module receives an input from the vessel controlsignal VCh and provides as output the actuator control signal AC42.Nozzle position function module 185 determines output signal AC42 to beused in the control of the waterjet discharge nozzle 158 (not shown).The signal AC42 can be used as one of several components that are usedto determine actuator control signal AC4, or, in some embodiments, canbe used itself as the actuator control signal AC4. This embodiment ofthe nozzle position function module 185 has a linear relationshipbetween the input signal VCh, received from the helm 120, and the outputsignal AC42, which can be determined by underway or dock-side autocalibration to select the end points of the linear function.Intermediate values can be computed using known functional relationshipsfor lines or by interpolation from the two end points. Other embodimentsare also possible and will be clear to those skilled in the art.

FIG. 11(b) illustrates the engine RPM function module 186 in furtherdetail. The figure also illustrates the relationship between thethrottle controller signal VCt and the engine RPM actuator signal AC23.As before, a vessel control signal VCt is taken from the vessel controlapparatus (throttle controller) 110. The function module 186 convertsthe input signal VCt into an output signal AC23 which is used todetermine the engine RPM actuator control signal AC2. In someembodiments, the throttle controller 110 has a full back position, whichsends a signal to the engine RPM actuator to merely idle the engine atits lowest speed. At the other extreme, when the throttle controller 110is in the full-ahead position, the engine RPM function module 186provides a signal to the engine RPM actuator, which is instructed todeliver maximum engine revolutions. Note that according to oneembodiment of the invention, the exact points on this curve arecalibrated at the factory and are used in conjunction with other vesselcontrol inputs to determine the final control signal that is sent to theengine RPM actuator AC2, as shown in FIG. 8.

In some embodiments, key points used in the plurality of functionalmodules are either pre-programmed at manufacture, or are selected andstored based on a dock-side or underway calibration procedure. In otherembodiments, the key points may be used as parameters in computing thefunctional relationships, e.g. using polynomials with coefficients, orare the end-points of a line segment which are used to interpolate anddetermine the appropriate function output.

According to this embodiment of the control system, single waterjetvessel control is provided, as illustrated in FIGS. 12A-D. By way ofexample, three exemplary motions of the helm 120, and five exemplarymotions of the control stick 100 are shown. The control stick 100 hastwo degrees of freedom (x and y). It is to be appreciated that numerousother helm 120 and control stick 100 positions are possible but are notillustrated for the sake of brevity The figure shows the helm in theturn-to-port, in the ahead (no turning) and in the turn-tostarboardpositions in the respective columns of the figure. The helm 120 can ofcourse be turned to other positions than those shown.

FIG. 12(a) illustrates that if the control stick 100 is placed in thefull ahead position and the helm 120 is turned to port then the vesselwill turn to port. Because the control stick is in the +y position, andnot moved along the x-direction, the bow thruster 200 is off (see FIG.9(a)), the engine RPM is high (see FIG. 10(a), heavy waterjet flow isshown aft of vessel in FIG. 12(a)) and the reversing bucket is raised(see FIG. 10(b)). Engine RPM is high because the highest signal isselected by selector module 170. Because the helm is in the turn-to-portposition (counter-clockwise) the steering nozzle 158 is in theturn-to-port direction (see FIG. 11(a)). It is to be appreciated that noseparate throttle controller 110 is used or needed in this example. Asillustrated in FIG. 12(a), the vessel moves along a curved path withsome turning radius, as the helm control is turned.

Similarly, according to some control maneuvers, by placing the helm 120in the straight ahead position while the control stick 100 is in thefull ahead position, the vessel moves ahead in a straight line at highengine RPM with the reversing bucket 154 raised and the nozzle in thecentered position. Helm 120 motion to starboard is also illustrated andis analogous to that as its motion to port and will not be described forthe sake of brevity.

FIG. 12(b) illustrates operation of the vessel when the control stick100 is placed in a neutral center position. When the helm 120 is turnedto port, the steering nozzle 158 is in the turn-to-port position (seeFIG. 11(a)) and the engine 200 is idle because the selector module 170selects the highest RPM signal, which will be according to signal AC21provided from engine RPM function module 181 (see FIG. 9(b) where nothrottle is applied). The reversing bucket 154 is approximately in aneutral position that allows some forward thrust and reverses some ofthe waterjet stream to provide some reversing thrust. (see FIG. 10(b)).This reversing flow is deflected by the reversing bucket 154 to theleft. The vessel substantially rotates about a vertical axis whileexperiencing little or no lateral or ahead/astern translation.

According to some maneuvers, by placing the helm 120 in the straightahead position no motion of the vessel results. That is, no turningoccurs, and the forward and backing thrusts are balanced by having theengine at low RPM and the reversing bucket 154 substantially in aneutral position. The reversed waterjet portion is split between theleft and the right directions and results in no net force athwartships.Thus, no vessel movement occurs. Helm 120 motion to starboard is alsoillustrated and is analogous to that of port motion and is not describedfor the sake of brevity.

FIG. 12(c) illustrates vessel movement when the control stick 100 ismoved to port. With the helm 120 in a counter-clockwise (port) position,the bow thruster 200 provides thrust to port (see FIG. 9(a)), thesteering nozzle 158 is in the turn-to-port position (see FIG. 9(c)) andthe engine RPM is at a high speed (see FIG. 9(b)). Again, the preciseactuator control signals depend on the function modules, such as summingmodule 172, which sums signals from function modules 182 and 185. Withthe reversing bucket sending slightly more flow to the right than to theleft, the vessel translates to the left and also rotates about avertical axis. The engine RPM is high because selector module 170selects the highest of three signals

Similarly, the helm 120 can be placed in the straight ahead position,which results in the nozzle being to the right and the reversing bucket154 in a middle (neutral) position. The bow thruster 200 also thrusts toport (by ejecting water to starboard). The net lateral thrust developedby the bow thruster 200 and that developed laterally by the waterjet areequal, so that the vessel translates purely to the left without turningabout a vertical axis.

FIG. 12 also illustrates vessel movement with the control stick 100moved to starboard for three positions of the helm 120. The resultantvessel movement is analogous to that movement described for motion inthe port direction and is not herein described for the sake of brevity.

FIG. 12(d) illustrates vessel movement when the control stick 100 isplaced in the backing (−y) direction. When the helm 120 is turned toport, the bow thruster 200 is off (x=0, see FIG. 9(a)), the engine RPMis high (see FIG. 10(a)—the highest signal is selected by selector 170),the reversing bucket 154 is in the full down position (see FIG. 10(b))and deflects the flow to the left, and the nozzle is in the turn-to-portposition (see FIG. 11(a)). The vessel moves in a curved trajectorybackwards and to the right.

Similarly, according to some control modules, by placing the helm 120 inthe straight ahead position, the reversing bucket 154 remains fullylowered but the nozzle is in the neutral position, so the reversingbucket deflects equal amounts of water to the right and to the leftbecause the nozzle is centered. The bow thruster 200 remains off. Thus,the vessel moves straight back without turning or rotating. Helm 120motion to starboard is also illustrated and is analogous to that formotion to port and thus will not be described herein.

It should be appreciated that the above examples of vessel movement are“compound movements” that in many cases use the cooperative movement ofmore than one device (e.g., propulsors, nozzles, thrusters, deflectors,reversing buckets) of different types. It is clear, e.g. from FIGS.12(c, d) that, even if only one single vessel control signal is provided(e.g., −y) of the control stick 100 along a degree of freedom of thecontrol stick 100, a plurality of affiliated actuator control signalsare generated by the control system and give the vessel its overallmovement response. This is true even without movement of the helm 120from its neutral position.

It should also be appreciated that in some embodiments the overallmovement of the vessel is in close and intuitive correspondence to themovement of the vessel control apparatus that causes the vesselmovement. Some embodiments of the present invention can be especiallyuseful in maneuvers like docking.

It should also be appreciated that the algorithms, examples of whichwere given above for the vessel having a single waterjet propulsor, canbe modified to achieve specific final results. Also, the algorithms canuse key model points from which the response of the function modules canbe calculated. These key model points may be pre-assigned andpre-programmed into a memory on the control processor unit 130 or may becollected from actual use or by performing dock-side or underwaycalibration tests, as will be described below.

It should be further appreciated that the single waterjet comprising asingle nozzle and single reversing bucket described in FIGS. 8-12 can bemodified to drive a marine vessel with two waterjets comprising twonozzles and two reversing buckets as shown in FIG. 32 It is to beunderstood that FIG. 32 has many of the same components as FIG. 8, thatthese components have been numbered with either identical or similarreference numbers and that the description of each of the components ofFIG. 32 has not been duplicated here for the sake of brevity. It is alsoto be appreciated that although there is no throttle 110 illustrated inFIG. 32 (See FIG. 8), that such a throttle can be part of the controlsystem, as well as other controllers used in the art. In addition, it isto be appreciated that any or all of the joystick 100, helm 120, andthrottle 110, can be replaced with an interface to a remote controlsystem that receives any or all of control signals such as any or all ofnet transverse translational thrust commands, net forward or reversetranslational thrust commands, and net rotational thrust commands, andwhich can combine and translate these signals into either or both of anet translational and/or net rotational thrust commands. In theembodiment of FIG. 32, the output of the nozzle position module 185 issplit into two signals AC4 a and AC4 b, which drive the port andstarboard nozzles. Similarly, the output of the bucket position module184 is split into two signals AC3 a and AC3 b, which drive the port andstarboard bucket positions. and Similarly, the output of the engine rpmmodule 183 and selector 170, which selects the highest signal, is splitinto two signals AC2 a and AC2 b, which drive the port and starboardengines. With such an arrangement, there is provided a control systemfor a marine vessel having a bow thruster and two waterjets comprisingtwo nozzles and two reversing buckets. It should also be appreciatedthat the two waterjets can be replaced with three or more waterjetscomprising corresponding nozzles and reversing buckets, and controlledin a similar fashion by splitting the Signals AC2, AC3, and AC4 into alike number of signals.

As mentioned previously and as illustrated, e.g., in FIG. 3, a marinevessel may have two or more waterjet propulsors, e.g. 150P and no bowthruster. A common configuration is to have a pair of two waterjetpropulsors, each having its own individually controlled prime mover,pump, reversing bucket, and steering nozzle, e.g., 158. A reversingbucket, e.g. 154, is coupled to each propulsor 150P as well, and thereversing buckets, e.g. 154, may be of a type fixed to the steeringnozzle and rotating therewith (not true for the embodiment of FIG. 3),or they may be fixed to a waterjet housing or other part that does notrotate with the steering nozzles 158 (as in the embodiment of FIG. 3).

The following description is for marine vessels having two propulsorsand no bow thruster, and can be generalized to more than two propulsors,including configurations that have different types of propulsors, suchas variable-pitch propellers or other waterjet drives.

FIG. 13A illustrates a signal diagram for an exemplary vessel controlsystem controlling a set of two waterjet propulsors and associatednozzles and reversing buckets. This example does not use a bow thrusterfor maneuvering as in the previous example having only one waterjetpropulsor, given in FIG. 8.

Control stick 100 has two degrees of freedom, x and y, and produces twocorresponding vessel control signals 1000 and 1020, respectively. Thevessel control signals 1000 and 1020 are fed to several function modulesthrough branch signals as discussed earlier with regard to FIG. 8. Inthe following discussion of FIG. 13A it should be appreciated that morethan one vessel control signal can be combined to provide an actuatorcontrol signal, in which case the individual vessel control signals maybe input to the same function modules or may each be provided to anindividual function module. In the figure, and in the followingdiscussion, there is illustrated separate function modules for eachvessel control signal, for the sake of clarity. Note that in the eventthat more than one signal is used to generate an actuator controlsignal, a post-processing functional module, such as a summer, aselector or an averaging module is used to combine the input signalsinto an output actuator control signal.

The x-axis vessel control signal 1000 provides an input to each of sixfunction modules: function module 1700, which calculates a signal 1010,used in controlling the port reversing bucket position actuator;function module 1701, which calculates a signal 1011, used incontrolling the port engine RPM actuator; function module 1702, whichcalculates a signal 1012, used in controlling the port nozzle positionactuator; function module 1703, which calculates a signal 1013, used incontrolling the starboard reversing bucket position actuator; functionmodule 1704, which calculates a signal 1014, used in controlling thestarboard engine RPM actuator; and function module 1705, whichcalculates a signal 1015, used in controlling the starboard nozzleposition actuator.

Note that some of the signals output from the function modules are theactuator control signals themselves, while others are used as inputscombined with additional inputs to determine the actual actuator controlsignals. For example, the port and starboard engine RPM actuatorsreceive a highest input signal from a plurality of input signalsprovided to selector modules 1140, 1141, as an actuator control signalfor that engine RPM actuator.

The y-axis vessel control signal 1020 provides an input to each of fourfunction modules: function module 1706, which calculates a signal 1016,used in controlling the port engine RPM actuator; function module 1707,which calculates a signal 1017, used in controlling the port reversingbucket position actuator; function module 1708, which calculates asignal 1018, used in controlling the starboard engine RPM actuator; andfunction module 1709, which calculates a signal 1019, used incontrolling the starboard reversing bucket position actuator.

Helm vessel control apparatus 120 delivers a vessel control signal toeach of two function modules: function module 1710, which calculates asignal 1020, used in controlling the port nozzle position actuator andfunction module 1711, which calculates a signal 1021, used incontrolling the starboard nozzle position actuator.

Two separate throttle control apparatus are provided in the presentembodiment. A port throttle controller 110P, which provides a vesselcontrol signal 1040 as an input to function module 1712. Function module1712 calculates an output signal 1022, based on the vessel controlsignal 1040, that controls the engine RPM of the port propulsor.Similarly, a starboard throttle controller 110S, provides a vesselcontrol signal 1041 as an input to function module 1713. Function module1713 calculates an output signal 1023, based on the vessel controlsignal 1041, that controls the engine RPM of the starboard propulsor.

As mentioned before, more than one intermediate signal from the functionmodules or elsewhere can be used in combination to obtain the signalthat actually controls an actuator. Here, a selector module 1140 selectsa highest of three input signals, 1011, 1016 and 1022 to obtain the portengine RPM actuator control signal 1050. A similar selector module 1141selects a highest of three input signals, 1014, 1018 and 1023 to obtainthe starboard engine RPM actuator control signal 1051.

Additionally, a summation module 1142 sums the two input signals 1010and 1017 to obtain the port reversing bucket position actuator controlsignal 1052. Another summation module 1143 sums the two input signals1013 and 1019 to obtain the starboard reversing bucket position actuatorcontrol signal 1053. Yet another summation module 1144 sums the twoinput signals 1012 and 1020 to obtain the port nozzle position actuatorcontrol signal 1054, and summation module 1145 sums the two inputsignals 1015 and 1021 to obtain the starboard nozzle position actuatorcontrol signal 1055.

FIG. 13B illustrates a signal diagram of another embodiment of a marinevessel control system for a dual waterjet vessel. In this embodiment,the reversing bucket position (port and starboard reversing buckets) isconfigured by modules 1700, 1703 with respect to movement of thejoystick 100 in the X-axis to two discrete positions, fully up and fullydown. The output signals of these 1700, 1703 modules, which correspondto bucket position when commanding a translational thrust with a sidecomponent, is fed to selector modules 2142, 12143, on lines 1010 and1013, which select between these signals and the signals from port andstarboard bucket position modules 1707, 1709, which correspond to bucketwhen commanding only a fore-aft translational thrust (no sidecomponent). The selector module selects between these input signals tooutputs port and starboard bucket actuator signals on lines 1052, 1053,based on whether there is a translational thrust command with a sidecomponent or no side component. In particular, the selection moduleprovides the output signals which are the signals on lines 1010 and 1013when there is a side component and the signals on lines 1017 and 1019when there is no side component. In addition, the engine rpm for theport and starboard engines are varied, by port engine ipm module 1701and starboard engine rpm module 1704, to vary proportionally withrespect to the x-axis. Referring to FIGS. 13E-F, this embodiment has anadvantage in that the for-aft thrust component (the engine RPM's) can bemodulated (varied for example from full thrust as illustrated in FIG.13E to half thrust as illustrated in FIG. 13F) with the reversing bucketat a fixed position, such as full up position, and the nozzle(s) at anangle Θ (presumably required to hold a steady heading of the vessel dueto external influences such as water current and/or wind) withouteffecting the net thrust angle Θ of the waterjet. In contrast,refererring to FIGS. 13C-D, it has been found that for the embodimentswhere the reversing bucket is also used to assist in varying the thrustof the vessel movement, for example where the reversing bucket is movedfrom a full up position at full thrust as illustrated in FIG. 13C, to ahalf thrust position that includes movement of the reversing bucket asillustrated in FIG. 13D, the split-flow geometry of the laterally fixedreversing buckets prevents them from modulating the net thrust magnitudeof an individual waterjet without affecting the net thrust angle of thewaterjet, thereby resulting in some additional net thrust angle +α atthe waterjet, resulting in a total net thrust angle of Θ+α at thewaterjet. An advantage according to this embodiment, is that by keepingthe reversing buckets stationary while modulating engine RPM only (asillustrated in FIGS. 13E & 13F), the control system and hence theoperator are able to vary the net thrust magnitude applied to the vesselwithout applying any unwanted rotational force, thereby resulting inmovement of the vessel as illustrated in FIG. 13H. In contrast,referring to FIG. 13G, it has been found that for the embodiments wherethe reversing bucket is also used to assist in varying the thrust of thevessel movement, when the net thrust angle changes (as illustrated inFIG. 13D), the net rotational moment applied to the vessel is effected.If the vessel is holding a steady heading (no net rotational movement),an unwanted rotational forces applied to the vessel will cause thevessel to rotate when not commanded to do so. This phenomenon isillustrated in FIG. 13G which illustrates in particular that the craftis translating to port with no net rotational force (i.e., holding asteady heading) when commanding Full Port thrust. However, when thejoystick is moved strictly in the starboard direction to command halfport thrust, an unwanted rotational moment is applied to the vessel,causing an uncommanded heading change.

FIGS. 14A-C illustrate, in more detail, the details of the algorithmsand functions of FIG. 13A used to control the port reversing bucketactuator (FIG. 14A), the port engine RPM actuator (FIG. 14B) and theport nozzle position actuator (FIG. 14C). Three branch vessel controlsignals 1002, 1004 and 1006 branch out of vessel control signal 1000corresponding to a position of the control stick 100 along the x-axisdegree of freedom. The branch vessel control signals 1002, 1004 and 1006are input to respective function modules 1700, 1701 and 1702, and outputsignals 1010, 1011 and 1012 are used to generate respective actuatorcontrol signals, as described with respect to FIG. 13A above.

As described previously, the x-axis degree of freedom of the controlstick 100 is used to place the port reversing bucket approximately atthe neutral position when the joystick is centered, and motion tostarboard will raise the bucket and motion to port will lower the bucket(FIG. 14A). The setpoint 1700A is determined from an underway orfree-floating calibration procedure to be the neutral reversing bucketposition such that the net thrust along the major axis is substantiallyzero. Movement of the control stick 100 along the x-axis in the portdirection affects nozzle, engine RPM and reversing bucket actuators.Optimum points for the port nozzle position (FIG. 14C), 1702A and 1702B,are determined by dock-side or underway calibration as in obtainingpoint 1700A. Points 1702A and 1702B are of different magnitudes due tothe geometry of the reversing bucket and different efficiency of thepropulsion system when the reversing bucket is deployed compared to whenthe reversing bucket is not deployed.

Port engine RPM is lowest (idling) when the control stick 100 x-axisposition is about centered. Port engine RPM is raised to higher levelswhen the control stick 100 is moved along the x-axis degree of freedom(FIG. 14B). The setpoints indicated by the dark circles are set at thefactory or configured at installation, based on, e.g., vessel designparameters and specifications.

FIGS. 14D-F illustrate, in more detail, the details of the algorithmsand functions of the embodiment of FIG. 13B used to control the portreversing bucket actuator (FIG. 14D), the port engine RPM actuator (FIG.14E) and the port nozzle position actuator (FIG. 14F). As discussedabove with respect to FIGS. 14A-C, three branch vessel control signals1002, 1004 and 1006 branch out of vessel control signal 1000corresponding to a position of the control stick 100 along the x-axisdegree of freedom. The branch vessel control signals 1002, 1004 and 1006are input to respective function modules 1700, 1701 and 1702, and outputsignals 1010, 1011 and 1012 are used to generate respective actuatorcontrol signals, as described with respect to FIG. 13B above.

The x-axis degree of freedom of the control stick 100 is used to placethe port reversing bucket approximately at the neutral position when thejoystick is centered, motion to starboard outside the deadband willraise the bucket to a single up position, and motion to port will lowerthe bucket to a single down position (FIG. 14A-E). The setpoint 1700Acan, for example, be determined from an underway or free-floatingcalibration procedure to be the neutral reversing bucket position suchthat the net thrust along the major axis is substantially zero. Movementof the control stick 100 along the x-axis in the port direction affectsnozzle, engine RPM and reversing bucket actuators, as illustrated.Optimum points for the port nozzle position (FIG. 14F), 1702A and 1702B,can, for example, be determined by dock-side or underway calibration asin obtaining point 1700A. Points 1702A and 1702B may be of the samemagnitude or may be of different magnitudes due to the geometry of thereversing bucket and different efficiency of the propulsion system whenthe reversing bucket is deployed compared to when the reversing bucketis not deployed.

Referring to FIG. 14E, the port engine RPM is lowest (idling) when thecontrol stick 100 x-axis position is about centered. Port engine RPM israised to higher levels when the control stick 100 is moved along theX-axis degree of freedom, to in combination with the port bucketposition, introduce no rotation movement to the vessel, as discussedabove. The setpoints indicated by the dark circles are set at thefactory or configured at installation, based on, e.g., vessel designparameters and specifications. According to this embodiment, asillustrated in Fig.14E, the port engine RPM can be stepped up abruptlywhen moved beyond the port threshold of the center dead band,corresponding to the reversing bucket in the full down position. Thiscan be done to compensate for any difference in thrust efficienciesbetween the reversing bucket in the full up and full down positions. Oneadvantage of having the step only when the waterjet is reversing is thatthe lower reversing efficiency with the bucket in the full down positionis compensated for even with small thrust commands.

FIGS. 15A-C, illustrate in more detail the algorithms and functions ofthe embodiment of the vessel control system of FIG. 13A, used to controlthe starboard reversing bucket actuator (FIG. 15A), the starboard engineRPM actuator (FIG. 15B) and the starboard nozzle position actuator (FIG.15C). The operation of the starboard reversing bucket, the starboardengine rpm, and the starboard nozzle position are similar to that of theport reversing bucket, the port engine rpm and the port nozzle positiondiscussed above with respect to FIGS. 14A-C. In particular, the threebranch vessel control signals 1008, 1009 and 1005 branch out of vesselcontrol signal 1000 (in addition to those illustrated in FIG. 14A-C,above) corresponding to a position of the control stick 100 along thex-axis degree of freedom. The branch vessel control signals 1008, 1009and 1005 are input to respective function modules 1703, 1704 and 1705,and output signals 1013, 1014 and 1015 are used to generate respectiveactuator control signals, as described with respect to FIG. 13A, above.The calibration points and functional relationship between the outputsignals and the vessel control signal are substantially analogous tothose described above with respect to FIG. 14A-C, and are not discussedin detail again here for the sake of brevity.

FIGS. 15D-F, illustrate in more detail the algorithms and functions ofthe embodiment of the vessel control system of FIG. 13B, used to controlthe starboard reversing bucket actuator (FIG. 15D), the starboard engineRPM actuator (FIG. 15E) and the starboard nozzle position actuator (FIG.15F). The operation of the starboard reversing bucket, the starboardengine rpm, and the starboard nozzle position are similar to that of theport reversing bucket, the port engine rpm and the port nozzle positiondiscussed above with respect to FIGS. 14D-F. In particular, the threebranch vessel control signals 1008, 1009 and 1005 branch out of vesselcontrol signal 1000 (in addition to those illustrated in FIG. 14D-F,above) corresponding to a position of the control stick 100 along thex-axis degree of freedom. Also as discussed above with respect to FIG.14E, according to this embodiment, as illustrated in Fig.15E, the portengine RPM can be stepped up abruptly when moved beyond the portthreshold of the center dead band, corresponding to the reversing bucketin the full down position. This can be done to compensate for anydifference in thrust efficiencies between the reversing bucket in thefull up and full down positions. One advantage of having the step onlywhen the waterjet is reversing is that the lower reversing efficiencywith the bucket in the full down position is compensated for even withsmall thrust commands. The branch vessel control signals 1008, 1009 and1005 are input to respective function modules 1703, 1704 and 1705, andoutput signals 1013, 1014 and 1015 are used to generate respectiveactuator control signals, as described with respect to FIG. 13A, above.The calibration points and functional relationship between the outputsignals and the vessel control signal are substantially analogous tothose described above with respect to FIG. 14A-C, and are not discussedin detail again here for the sake of brevity.

FIGS. 16A-B illustrate the algorithms for generating control signals tocontrol the port engine RPM actuator (FIG. 16(a)) and the port reversingbucket position actuator (FIG. 16(b)). Control stick 100 can move alongthe y-axis to provide vessel control signal 1020, which branches intosignals 1021 and 1022, respectively being inputs to function modules1706 and 1707. Function modules 1706 and 1707 calculate output signals1016 and 1017, which are respectively used to control the port engineRPM actuator and the port reversing bucket position actuator of thesystem illustrated in FIG. 13. The port engine RPM varies betweenapproximately idle speed in the vicinity of zero y-axis deflection tohigher engine RPMs when the control stick 100 is moved along the y-axisdegree of freedom (FIG. 16(a)). The port reversing bucket 154P isnominally at a neutral thrust position when the control stick 100 y-axisis in its zero position, and moves up or down with respective forwardand backward movement of the control stick 100 (FIG. 16(b)).

FIGS. 17A-B illustrate the algorithms for generating control signals tocontrol the starboard engine RPM actuator (FIG. 17(a)) and the starboardreversing bucket position actuator (FIG. 17(b)). Control stick 100provides vessel control signal 1020 for movement along the y-axis, whichbranches into signals 1023 and 1024, respectively being inputs tofunction modules 1708 and 1709. Function modules 1708 and 1709 calculateoutput signals 1018 and 1019, which are respectively used to control thestarboard engine RPM actuator and the starboard reversing bucketposition actuator of the system illustrated in FIG. 13. The starboardengine RPM varies between approximately idle speed in the vicinity ofzero y-axis deflection to higher engine RPMs when the control stick 100is moved along the y-axis degree of freedom (FIG. 17(a)). The starboardreversing bucket 154S is nominally at a neutral thrust position when thecontrol stick 100 y-axis is in its zero position, and moves up or downwith respective forward and backward movement of the control stick 100(FIG. 17(b)).

FIGS. 18A-B illustrate the algorithms for generating control signals tocontrol the port and starboard steering nozzle position actuators (FIGS.18(a) and (b), respectively). Helm control 120 provides vessel controlsignal 1030, which branches into signals 1031 and 1032, respectivelybeing inputs to function modules 1710 and 1711. Function modules 1710and 1711 calculate linear output signals 1020 and 1021, which arerespectively used to control the port and starboard steering nozzleposition actuators of the system illustrated in FIG. 13.

Movement of the helm 120 n the clockwise direction results in vesselmovement to starboard. Movement of the helm 120 in the counter-clockwisedirection results in vessel movement to port. The functionalrelationships of FIGS. 18(a) and (b) are illustrative, and can bemodified or substituted by those skilled in the art, depending on theapplication and desired vessel response.

FIG. 19(a) illustrates the algorithm for generating a control signalused to control the port engine RPM actuator. Port throttle controller110P generates a vessel control signal 1040 that is input to functionmodule 1712. Function module 1712 determines a linear relation betweeninput vessel control signal 1040 and output signal 1022. Thus, with thethrottle in a full reverse position, the port engine actuator is in anidle position and with the throttle in the full forward position theport engine is at maximum RPM. The output signal 1022 is used as aninput to provide the port engine RPM actuator control signal 1050, asillustrated in FIG. 13.

FIG. 19(b) illustrates the algorithm for generating a control signalused to control the starboard engine RPM actuator. Starboard throttlecontroller 110S generates a vessel control signal 1041 that is input tofunction module 1713. Function module 1713 determines a linear relationbetween input vessel control signal 1041 and output signal 1023. Thisrelationship is substantially similar to that of the port engine RPMactuator. The output signal 1023 is used as an input to provide thestarboard engine RPM actuator control signal 1051, as illustrated inFIG. 13.

FIGS. 20A-D illustrate a number of exemplary overall actual vesselmotions provided by the control system described in FIG. 13 for a vesselhaving two propulsors with steering nozzles, two reversing buckets andno bow thruster.

FIG. 20(a) illustrates movement of the vessel to port along a curvedpath when the control stick 100 is in the forward (+y) and the helm 120is in the turn-to-port position. If the helm 120 is placed in thestraight ahead position the vessel moves forward only. If the helm 120is turned clockwise the vessel moves to starboard

FIG. 20(b) illustrates movement of the vessel when the control stick 100is in the neutral center position. If the helm 120 is turned to port,the vessel rotates about a vertical axis to port. If the helm 120 is inthe straight ahead position, no net vessel movement is achieved. Helm120 motion to starboard is analogous to that for motion to port and willnot be described for the sake of brevity.

FIG. 20(c) illustrates movement of the vessel when the control stick 100is in the to-port position (−x). If the helm 120 is in the turn-to-portposition then the vessel both rotates to port about a vertical axis andtranslates to port. If the helm 120 is in the straight ahead positionthen the vessel merely translates to port without net forward orrotation movement. Again, helm 120 motion to starboard is analogous tothat for motion to port and will not be described for the sake ofbrevity. FIG. 20 also illustrates movement of the vessel when thecontrol stick 100 is moved to the right (+x position).

FIG. 20(d) illustrates movement of the vessel when the control stick 100is moved back in the (−y) direction. Here the vessel moves backwards andto the right if the helm 120 is in the to-port position, and the vesselmoves straight back if the helm 120 is in the straight ahead position.Helm 120 motion to starboard is analogous to that for motion to port andwill not be described for the sake of brevity.

FIGS. 30 and 31 illustrate the signal control modules and resultingvessel movements, respectively, for another embodiment of a controlsystem that can be used to drive a marine vessel having dual waterjetsand a bow thruster, with the dual waterjets comprising respective nozzleand reversing buckets. In particular, it is to be appreciated that thesystem of FIG. 30 is a variation of the system of FIG. 13B, where a bowthruster module 2135 is added to the dual waterjet system and thethrottle controls are illustrated as removed for the sake of simplicity.

It is to be understood that FIG. 30 has many of the same components asFIG. 13B, that these components have been numbered with either identicalor similar reference numbers (some references numbers have beeneliminated), and that the description of each of the components of FIG.32 has not been duplicated here for the sake of brevity. It is also tobe appreciated that although there is no throttles 110P, 110Sillustrated in FIG. 30 (See FIG. 8), that such throttles can be part ofthe control system, as well as other controllers used in the art. Inaddition, it is to be appreciated that any or all of the joystick 100,helm 120, and throttles 110P, 110S, can be replaced with an interface toa remote control system, such as described above with respect to FIG.29, that receives any or all of control signals such as any or all ofnet transverse translational thrust commands, net forward or reversetranslational thrust commands, and net rotational thrust commands, andwhich can be combined and translated into either or both of a nettranslational and/or net rotational thrust commands. In the embodimentof FIG. 30, there is provided an additional thruster and rpm module2135, that is substantially the same a the bow thruster modules of FIGS.8 and 32, except that the functional module has a deadband thatcorresponds with the deadband of the other functional control modulessuch as modules 1700-1706, for movement along, for example, the X-axisof the controller. This deadband characteristic is particularly usefulfor dual waterjet control systems that drive the corresponding reversingbuckets to discrete positions, as has been described herein for examplewith respect to FIG. 30 and also as described elsewhere herein, as thedeadband allows the buckets to be moved to the discrete positionswithout developing any thrust from the waterjets or thrusters.

It is to be appreciated that a plurality of the algorithms or controlmodules described in FIG. 30 are substantially the same as thealgorithms or control modules described with respect to FIG. 13B, withthe addition of signals and control module 2135 t for controlling a bowthruster. In particular, substantially the same control signals andlogic modules can be used for the dual waterjet control system of FIG.13 and the dual waterjet and bow thruster control system of FIG. 30.However, the calibration points and parameters should change tocompensate for the added thrust and rotational moment that would beprovided by the bow thruster. It should be appreciated that one of thereasons for adding a bow thruster to any of the dual waterjetembodiments described herein is that as craft sizes increase, length toweight ratios typically increase and power to weight ratios typicallydecrease, reducing the vessels ability to develop sufficient side thrustwithout a bow thruster.

FIGS. 31A-D illustrates a number of exemplary overall actual vesselmotions provided by the control system described in FIG. 30 for a vesselhaving two propulsors with steering nozzles and two correspondingreversing buckets and a bow thruster, which under direction of thevessel control system produce the illustrated vessel movements. It is tobe appreciated that the vessel movements illustrated in FIG. 31 and forany of the embodiments described herein, are illustrated forcorresponding movements of a control stick and helm, however thecontrollers can be any controller used in the art and can be signalsreceived from a remote controller at a control interface, as has beendescribed herein.

FIG. 31A illustrates movement of the vessel to port along a curved pathwhen the control stick 100 is in the forward (+y) and the helm 120 is inthe turn-to-port position. If the helm 120 is placed in the straightahead position the vessel moves forward only. If the helm 120 is turnedclockwise the vessel moves to starboard

FIG. 31B illustrates movement of the vessel when the control stick 100is in the neutral center position. If the helm 120 is turned to port,the vessel rotates about a vertical axis to port. If the helm 120 is inthe straight ahead position, no net vessel movement is achieved. Helm120 motion to starboard is analogous to that for motion to port and willnot be described for the sake of brevity.

FIG. 31C illustrates movement of the vessel when the control stick 100is in the to-port position (−x). If the helm 120 is in the turn-to-portposition then the vessel both rotates to port about a vertical axis andtranslates to port. If the helm 120 is in the straight ahead positionthen the vessel merely translates to port without net forward orrotation movement. Again, helm 120 motion to starboard is analogous tothat for motion to port and will not be described for the sake ofbrevity. FIG. 20 also illustrates movement of the vessel when thecontrol stick 100 is moved to the right (+x position), which isanalogous to the vessel movement to port, and therefore the descriptionof each vessel movement is not repeated.

FIG. 31D illustrates movement of the vessel when the control stick 100is moved back in the (−y) direction. Here the vessel moves backwards andto the right if the helm 120 is in the to-port position, and the vesselmoves straight back if the helm 120 is in the straight ahead position,and to the left if the helm is in the to starboard position.

As can be seen herein, it is the case for both the single and dualpropulsor vessel control systems, both with and without bow thrusters asdescribed herein, we see that vessel motion is in accordance with themovement of the vessel control apparatus. Thus, one advantage of thecontrol systems of the invention is that it provides a more intuitiveapproach to vessel control that can be useful for complex maneuvers suchas docking. It is, of course, to be appreciated that the dynamics ofvessel movement can vary widely depending on the equipment used anddesign of the vessel. For example, we have seen how a single-propulsorvessel and a dual-propulsor vessel use different actuator controlsignals to achieve a similar vessel movement. One aspect of the presentinvention is that it permits, in some embodiments, for designing andimplementing vessel control systems for a large variety of marinevessels. In some embodiments, adapting the control system for anothervessel can be done simply by re-programming the algorithms implementedby the above-described function modules and/or re-calibration of the keypoints on the above-described curves, that determine the functionalrelationship between a vessel control signal and an actuator controlsignal.

One aspect of marine vessel operation and control that may causedifferences in vessel response is the design and use of the reversingbuckets. Two types of reversing buckets are in use with manywaterjet-propelled vessels: an “integral” design, which rotateslaterally with a steering nozzle to which it is coupled, and a“laterally-fixed” design, which does not rotate laterally with thesteering nozzle, and remain fixed as the steering nozzle rotates. Bothintegral and laterally-fixed designs can be dropped or raised to achievethe reversing action necessary to develop forward, neutral or backingthrust, but their effect on vessel turning and lateral thrusts isdifferent.

The control system of the present invention can be used for both typesof reversing buckets, as well as others, and can be especially usefulfor controlling vessels that have the laterally-fixed type of reversingbuckets, which have traditionally been more challenging to control in anintuitive manner, as will be explained below. The following discussionwill illustrate the two types of reversing buckets mentioned above, andshow how their response differs. The following discussion alsoillustrates how to implement the present control system and method withthe different types of reversing buckets.

FIGS. 21A-C illustrate an integral-type reversing bucket 5 that can beraised and lowered as described previously using reversing bucketactuator 7. The reversing bucket 5 and actuator 7 are coupled to, andlaterally rotate with steering nozzle 6. The steering nozzle 6 andreversing bucket 5 assembly rotates laterally by movement of steeringnozzle actuators 8, pivoting on trunion 9.

Several exemplary modes of operation of the combined reversing bucketand steering nozzle are illustrated in FIGS. 21A-C, which illustrate thesteering nozzle 6 being turned along several angles (0°, 30°, 15°) oflateral rotation. The rows (Q, R and S) illustrate several positions(full reverse, neutral and full ahead) of the reversing bucket 5. In thefigure, the forward direction is to be understood to be toward the topof the figure and the aft direction is to the bottom, accordingly, theport direction is to the left and the starboard direction is to theright of the figure.

FIG. 21A (row Q) illustrates the steering nozzle 6 in a 0° position(straight ahead) and the reversing bucket 5 in the full-reverse(lowered) position. The resulting combined thrust is then in the backingdirection with no net lateral component. The arrows show the resultingdirection of flow of water, which is generally opposite to the directionof the resulting thrust on the vessel.

FIG. 21A (row R and row S) also illustrates the steering nozzle 6 in thestraight ahead position, but the reversing bucket 5 is in the neutralposition (row R) and in its raised position (row S). Accordingly, no netthrust is developed on the vessel in (row R) and full ahead thrust isdeveloped on the vessel in (row S).

FIG. 21B (row Q-row S) illustrates the steering nozzle 6 turned 30° withrespect to the vessel's centerline axis. By progressively raising thereversing bucket 5 from the backing position (row Q) to the neutralposition (row R), or the ahead position (row S) thrust is developedalong an axis defined by the direction of the steering nozzle 5. Thatis, in an integral reversing bucket design, the net thrust developed bythe combined reversing bucket and steering nozzle is along a directionin-line with the steering nozzle axis.

FIG. 21C (row Q-row S) illustrates a similar maneuver as that of FIG.21B (row Q-row S), except that the angle of steering is 15° with respectto the vessel's centerline rather than 30°.

FIGS. 22A-21B illustrate the relation between the water flow directionand the resulting thrust for a configuration having an integral-typereversing bucket 5 coupled to a steering nozzle 6 as in FIGS. 21A-21C.FIG. 22(a) illustrates a case with a 30° steering angle and thereversing bucket 5 in the full ahead (raised) position, as shown beforein FIG. 21B (row S). The waterjet flow direction is in the samedirection as the steering nozzle 5, with a resulting net thrust beingforward and to starboard at an angle of substantially 30°.

FIG. 22(b) illustrates the steering nozzle 6 at a 30° steering angle andthe reversing bucket 5 being in the full reverse (lowered) position asillustrated in FIG. 21B (row Q). The resulting flow is in a directionalong the axis of the steering nozzle 6, but reversed by 180° from it.The resulting net thrust is then to the rear and port side of thevessel. Note that vessel design and placement of the nozzle and bucketassembly can impact the actual direction of translation and rotation ofthe vessel resulting from application of said thrust at a particularlocation on the vessel.

FIG. 23 illustrates the dynamic relationship between the steering nozzle6 angle and the direction of the resulting thrust in a vessel using anintegral reversing bucket 5. The horizontal axis 5105 represents anexemplary range of rotation of the steering nozzle 6 about the nominal0° position (straight ahead). The vertical axis 5115 represents theangle of the thrust developed. Two curves are given to show thedirection of the thrust for an integral reversing bucket 5 placed in thefull ahead position (solid) 5110 and in the full reverse position(dashed) 5100. It can be seen that in either case, the direction of thethrust developed is substantially in-line with that of the appliedsteering nozzle direction. That is, the results for the full aheadposition 5110 and the results for the full reverse position 5100 are insimilar quadrants of the figure.

FIG. 33 illustrates an embodiment of a marine vessel control system(cabling) diagram for a dual waterjet propulsion system with integralreversing buckets. It is to be appreciated that the marine vesselcontrol system need not comprise a plurality of vessel control apparatusas illustrated in FIG. 33 and can have different control apparatus aredescribed herein. For example, as will be discussed herein with respectto for example FIGS. 28-29, the control system can comprise an interface(control box) 130 that receives vessel control signals from a remotecontrol system 131. For example, the remote control system may providedigital words, e.g. in an ASCII format or any other suitable format tocommand the control system, or the remote control system may provideanalog signal that, for example, mimic the analog signals provided byjoystick and/or helm control apparatus as described herein.

As can be seen from FIG. 33 the control unit of the control system canreceive control signals from the various control apparatus and provideresulting actuator control signals to marine vessel having two waterjets comprising two nozzles with corresponding integral reversingbuckets. The control system can comprise a set of functional modules,for example, stored within control processor unit, that receive andtranslate control signals such as any or all of net transversetranslational thrust commands, net forward or reverse translationalthrust commands, and net rotational thrust commands, which can betranslated into any/or all of net translational and net rotationalthrust commands, and from these commands generate the output actuatorcontrol signals provided by the control processor unit.

Referring now to FIG. 35, there is illustrated one embodiment of asignal diagram for a first control zone of the marine vessel controlsystem of FIG. 33. In particular, FIG. 35 illustrates an embodiment of acontrol signal diagram for directing the marine vessel, having dualwater jets comprising two nozzles with corresponding integral reversingbuckets, to port with the first zone of operation of the control systemcorresponding to movement of a vessel control apparatus as shown in Zone1 of FIG. 34.

Referring now to FIG. 36, there is illustrated one embodiment of asignal diagram for a second control zone of the marine vessel controlsystem of FIG. 33. In particular, FIG. 36 illustrates an embodiment of acontrol signal diagram for directing the marine vessel to starboard withthe second zone of operation of the control system corresponding tomovement of a vessel control apparatus as shown in Zone 2 of FIG. 34.

Referring now to FIG. 37, there is illustrated one embodiment of asignal diagram for a third control zone of the marine vessel controlsystem of FIG. 33. In particular, FIG. 37 illustrates an embodiment of acontrol signal diagram for directing the marine vessel to substantiallyrotate only with the third zone of operation of the control systemcorresponding to movement of a vessel control apparatus as shown in Zone3 of FIG. 34.

Referring now to FIG. 38, there is illustrated one embodiment of asignal diagram for a fourth control zone of the marine vessel controlsystem of FIG. 33. In particular, FIG. 38 illustrates an embodiment of acontrol signal diagram for directing the marine vessel to thrust aheadonly with the fourth zone of operation of the control systemcorresponding to movement of a vessel control apparatus as shown in Zone4 of FIG. 34.

Referring now to FIG. 39, there is illustrated one embodiment of asignal diagram for a fifth control zone of the marine vessel controlsystem of FIG. 33. In particular, FIG. 39 illustrates an embodiment of acontrol signal diagram for directing the marine vessel to thrust astearnonly with the fifth zone of operation of the control systemcorresponding to movement of a vessel control apparatus as shown in Zone5 of FIG. 34.

It is to be appreciated that the control system controller or processorreceives and translates the control signals from any of the hereindescribed control apparatus such as any or all of net transversetranslational thrust commands, net forward or reverse translationalthrust commands, and net rotational thrust commands, and combines and/ortranslates these commands into either or both of a net translationaland/or net rotational thrust commands.

FIGS. 24A-24C illustrate a laterally-fixed reversing bucket 5A that canbe moved as described previously using a reversing bucket actuator (notshown in this figure). The reversing bucket 5A and its actuator are notcoupled to the steering nozzle 6A, but are coupled to a waterjet housingor other support which is fixed to the vessel and do not rotatelaterally with the steering nozzle 6A. The steering nozzle 6A rotateslaterally by movement of steering nozzle actuators (not shown in thisfigure). Reference can be made to FIG. 5 which illustrates a moredetailed side view of a laterally-fixed reversing bucket assembly andsteering nozzle. A result of this configuration is that, in addition toreversing the forward-aft portion of the waterjet, the reversing bucket5A redirects the water flow with respect to the vessel's centerline. Inmost designs, some curvature of the reversing bucket 5A surface existsand affects the exact direction in which the exiting water flows fromthe reversing bucket. Also, some designs of laterally-fixed reversingbuckets comprise tube-like channels which force the flow to have acertain path along the tube. Others are split into a port and astarboard portion, such that the fraction of the waterjet traveling inthe port or the starboard portions depends on the angle of the steeringnozzle and affects the thrust accordingly.

Several exemplary modes of operation of the laterally-fixed reversingbucket 5A and steering nozzle 6A are illustrated in FIGS. 24A-24C, whichillustrate the steering nozzle 6A being turned along several angles (0°,30°, 15°) of lateral rotation. The rows (Q, R and S) illustrate severalpositions (full reverse, neutral and full ahead) of the reversing bucket5A. As in FIGS. 21A-21C, the forward direction is to the top of thefigure and the aft direction is to the bottom, accordingly, the portdirection is to the left and the starboard direction is to the right ofthe figure.

FIG. 24A (row Q) illustrates the steering nozzle 6 in a 0° position(straight ahead) and the reversing bucket 5A in the full-reverse(lowered) position. The resulting combined thrust is then in the backingdirection with no net lateral component. Note that there are two lateralcomponents to the waterjet flow in that the port and starboardcontributions cancel one another. The arrows show the resultingdirection of flow of water, which is generally opposite to the directionof the resulting thrust.

FIG. 24A (row R) and (row S) illustrates the steering nozzle 6A in thestraight ahead position, but the reversing bucket 5A is in the neutralposition in (row R) and in its raised position in (row S). No net thrustis developed with the reversing bucket 5A as illustrated in (row R) andfull ahead thrust is developed with the reversing bucket 5A asillustrated in (row S).

FIG. 24B (row Q-row S) illustrates the steering nozzle 6A turned 30°with respect to the vessel's centerline axis. By progressively raisingthe reversing bucket 5A, from backing position (row Q), to neutralposition (row R), or ahead position (row S) thrust is developed along anaxis defined by the direction of the steering nozzle 6A. It can be seen,e.g. by comparing the thrust generated in FIG. 21B (row R) and FIG. 24B(row R), that the reversed component of the flow in the laterally-fixedreversing bucket 5A is not along the same axis as the steering nozzle6A, while the integral reversing bucket 5 gave an in-line (but opposing)reversed flow component direction with respect to steering nozzle 6.

FIG. 24C (row Q-row S) illustrates a similar maneuver as that of FIG.24B (row Q-row S), except that the angle of steering is 15° with respectto the vessel's centerline rather than 30°.

FIGS. 25A-25B illustrate the relation between the water flow directionand the resulting thrust for a configuration having a laterally-fixedtype reversing bucket 5A and a steering nozzle 6A as illustrated inFIGS. 24A-24C. FIG. 25(a) illustrates a case with a 30° steering angleof the steering nozzle 6A and the reversing bucket 5A in the full ahead(raised) position, as shown before in FIG. 24B (row S). The flowdirection is in the same direction as that of the steering nozzle 5A,with a resulting net thrust being forward and to port.

FIG. 25(b) illustrates the steering nozzle 6A at a 30° steering angle toport and the reversing bucket 5A being in the full reverse (lowered)position. For this configuration, the resulting water flow is in adifferent direction than that of the steering nozzle 6A, and not alongits axis. The resulting net thrust imparted to the vessel is to the rearand starboard side of the vessel. The reverse thrust can be at an anglegreater than the 30° nozzle angle 6A because the flow channel within thereversing bucket 5A plays a role in steering the vessel. It is to beappreciated that the vessel design and placement of the nozzle andbucket assembly can impact the actual direction of translation androtation of the vessel resulting from application of said thrust at aparticular location on the vessel.

One thing that is apparent from comparing the integral and thelaterally-fixed types of reversing buckets is that the lateral componentof thrust due to the reversed component of the waterjet in the integraltype reversing bucket is in a direction substantially reflected aboutthe vessel's major axis (centerline) compared to the same thrustcomponent developed by using a laterally-fixed reversing bucket. Inother words, the resultant thrust for the integral reversing bucket 5will be to the port side of the vessel, whereas the resultant thrustwith the laterally-fixed reversing bucket 5A will be to the starboardside of the vessel.

FIG. 26 illustrates the dynamic relationship between the steering nozzle6A angle and the direction of the resulting thrust in a vessel using alaterally-fixed reversing bucket 5A. The horizontal axis 5105 representsan exemplary range of rotation of the steering nozzle 6A about thenominal 0° position (straight ahead). The vertical axis 5115 representsthe angle of the thrust developed. Two curves are given to show thedirection of the thrust for a laterally-fixed reversing bucket 5A placedin the full ahead position (solid) 5110A and in the full reverseposition (dashed) 5100A. It can be seen that in the full reverse case,the direction of the thrust developed is substantially out-of-line withthat of the applied steering nozzle direction. That is, the results forthe full ahead position 5110A and the results for the full reverseposition 5100A are in different quadrants of the figure.

According to some aspects of the present invention, problems related tothe use of laterally-fixed reversing buckets in some embodiments can beovercome. The primary problem with respect to controlling waterjets withlaterally-fixed reversing buckets is predicting the overall effect ofvariable amounts of reverse thrust. This is a significant problem, asthe reversing component is not only deflected substantially out of linewith steering nozzle angle but at varying degrees with respect to nozzleposition. Through the use of specially designed algorithms or controlmodules and simplified calibration methods, the present invention can insome cases anticipate and correct for such discrepancies and in othercases avoid the influences of these discrepancies all together. Theresult is a smooth and intuitive operation of the vessel. This of coursedoes not limit the scope of the present invention, and it is useful formany types of reversing buckets.

In some embodiments, the marine vessel may have coupled steering nozzlesor propulsor apparatus. For example, it is possible to use two steeringnozzles that are mechanically-coupled to one another and rotate inunison by installing a cross-bar that links the two steering nozzles andcauses them to rotate together. A single actuator or set of actuatorsmay be used to rotate both steering nozzles in this embodiment.Alternatively, the steering nozzles may be linked electrically bycontrolling both nozzles with the same actuator control signal. It ispossible to split an actuator control signal so that separate actuatorscontrolling each steering nozzle are made to develop the same or similarmovements.

FIG. 27 illustrates an alternate embodiment of a vessel controlapparatus 100A to be used with the various embodiments of marine vesselcontrol system of this disclosure, and exemplary resulting vesselmaneuvers. In particular, it is to be appreciated that the vesselcontrol apparatus can be a three-axis (degree of freedom) control orjoystick 100A as illustrated in FIG. 27, instead of a two-axis controlor joystick and a helm, as has been described by way of example herein.FIG. 27 illustrates some exemplary resulting maneuvers provided by theherein described marine vessel control system for exemplary motion ofthe three-axis control stick for a single waterjet vessel, whichcorresponds to but is a subset of the resulting maneuvers illustrated inFIGS. 12A-12D. FIG. 27 also illustrates some exemplary resultingmaneuvers provided by the herein described marine vessel control systemfor exemplary motion of the three-axis control stick for a twin waterjetvessel, which corresponds to but is a subset of the resulting maneuversillustrated in FIGS. 20A-20D.

FIG. 28 illustrates an alternative embodiment of a marine vessel controlsystem (cabling) diagram for a dual waterjet propulsion system, with aremote control interface 130. It is to be appreciated that the marinevessel control system need not comprise a vessel control apparatus or aplurality of vessel control apparatus as has been described herein byway of example. Alternatively, the control system can comprise aninterface (control box) 130 that receives vessel control signals from aremote control system 131. For example, the remote control system mayprovide digital words, e.g. in an ASCII format or any other suitableformat to command the control system, or the remote control system mayprovide analog signal that, for example, mimic the analog signalsprovided by joystick and/or helm control apparatus as described herein.

As will be discussed further with respect to FIG. 29, the control box130 and the control system can receive these signals and provideresulting actuator control signals to marine vessel having for exampletwo waterjets comprising two nozzles 158P and 158S, and two reversingbuckets 152P and 152S. It is to be appreciated that the operation ofthis system, other than the interface to and translation of signals fromthe remote control system, is substantially the same as that of FIG. 7discussed above, and like parts have been illustrated with likereference numbers and a description of such parts is omitted here forthe sake of brevity. Specifically, the control system can comprise a setof functional modules, for example, stored within control processor unit130, that receive and translate control signals such as any or all ofnet transverse translational thrust commands, net forward or reversetranslational thrust commands, and net rotational thrust commands, whichcan be translated into any/or all of net translational and netrotational thrust commands, and from these commands generate the outputactuator control signals provided by the control processor unit 130.

Referring now to FIG. 29, there is illustrated one exemplary signaldiagram for the marine vessel control system comprising a dual waterjetvessel and a remote control interface, as illustrated in FIG. 28. Inparticular FIG. 29 illustrates a signal diagram of another embodiment ofa marine vessel control system for a dual waterjet vessel, which is anvariation of the embodiment illustrated in FIG. 13B, wherein any and/orall of the vessel control apparatus, such the joystick 100, helm 120,and port and/or starboard throttles 110P, 110S have been replaced withthe remote control system interface 130 that receives control signalsfrom a remote control system 131. It is to be appreciated that theoperation of this vessel control system 130 and resulting signaldiagram, other than the interface to and translation of signals from theremote control system, is substantially the same as that of FIG. 13Bdiscussed above, and therefore like parts have been illustrated withlike reference numbers and a bulk of the description of such parts isomitted here for the sake of brevity.

Summarizing, the remote control interface also referred to herein ascontroller or processor 130 receives and translates control signals suchas any or all of net transverse translational thrust commands on line2132, net forward or reverse translational thrust commands on line 2133,and net rotational thrust commands on line 2134, which can be combinedand translated into either or both of a net translational and/or netrotational thrust commands. It is to be appreciated that the nettranslational thrust command on line 2132 corresponds, in otherembodiments having for example a first vessel controller such as thejoystick controller 100 (see for example FIG. 13B) to movement of afirst vessel controller apparatus off of center along at least onedegree of freedom such as the X-axis. The reversing bucket position(port and starboard reversing buckets) is configured by modules 1700,1703 in response to the received net transverse translational thrustcommands on line 2132, to one of two discrete positions, fully up andfully down. In addition, the engine rpm for the port and starboardengines are varied, by port engine rpm module 1701 and starboard enginerpm module 1704, to vary proportionally with respect to the nettransverse translational thrust commands on line 2132.

It is to be appreciated that the controller as programmed as illustratedin FIG. 29 provides a set of actuator control signals 1052, 1053 so thatthe first reversing bucket and the second reversing bucket arepositioned so that substantially no net rotational force is induced tothe marine vessel for received net translational thrust commands. Inparticular, the processor is programmed to provide the actuator controlsignals 1052, 1053 so that the first reversing bucket is positioned inone of a first and a second discrete position and so that the secondreversing bucket is positioned in one of the first and the seconddiscrete positions. In some embodiments, the first discrete position isa substantially full up position and the second discrete position is asubstantially full down position. In particular, as illustrated in FIG.29, the first (port) reversing bucket is configured to be in the firstdiscrete position which is a substantially full up position and thesecond reversing bucket (starboard) is positioned to be in the seconddiscrete position which is a substantially full down position, for nettranslation thrust commands with a starboard component, and vice versafor net translational thrust commands with a port component. Inaddition, as has been discussed above with respect to FIGS. 14B and 15B,the controller or processor is programmed to provide another set ofactuator control signals 1050, 1051 so that an engine rpm of the firstand second steering nozzles varies proportionally to the nettranslational thrust command. In addition, for some embodiments as hasbeen discussed above with respect to FIGS. 14E and 15E, the processor isprogrammed to provide the actuator control signals 1050, 1051 so thatthe engine rpm of one of the port and starboard steering nozzles has astep up in engine rpm from the rpm value that varies proportionally tothe net translational thrust command, when the corresponding one of thefirst and second reversing buckets is in a substantially full downposition and vice versa.

As has been discussed above with reference to FIGS. 13E-F, thisembodiment has an advantage in that the for-aft thrust component (theengine RPM's) can be modulated (varied for example from full thrust asillustrated in FIG. 13E to half thrust as illustrated in FIG. 13F) withthe reversing bucket at a fixed position, such as full up position, andthe nozzle(s) at an angle Θ (presumably required to hold a steadyheading of the vessel due to external influences such as water currentand/or wind) without affecting the net thrust angle Θ of the waterjet.An advantage according to this embodiment, is that by keeping thereversing buckets stationary while modulating engine RPM only (asillustrated in FIGS. 13E & 13F), the control system and hence theoperator are able to vary the net thrust magnitude applied to the vesselwithout applying any unwanted rotational force, thereby resulting inmovement of the vessel as illustrated in, for example, FIG. 13H, andFIG. 20 and FIG. 27, as well as FIG. 31 to be described herein.

While the embodiments shown in FIGS. 13A and 13B describe an intuitivecontrol implementation that uses laterally fixed reversing buckets(described in FIGS. 24, 25 and 26), similar results can be achievedusing integral reversing buckets (described in FIGS. 21, 22 and 23).There are significant differences, however, in the force (and subsequentmotion) response to nozzle movements with systems and vessels equippedwith integral reversing buckets as compared to systems that use thelaterally fixed type of reversing bucket.

One example of a difference in response to nozzle movements between thetwo types of buckets is the response to forward and reverse thrust withthe nozzle in a non-neutral position. FIG. 33 shows the response of twodifferent craft, one with laterally fixed buckets (column A) and onewith integral buckets (column B). Both craft in the example arecontrolled with a conventional system where the steering wheel directlycontrols the nozzle positions and each lever controls the respectivereversing bucket. Column A of FIG. 33 shows the craft equipped withlaterally fixed buckets response to ahead and astern thrust commandswhile the steering wheel is rotated counter clockwise. In both ahead andastern thrust maneuvers the craft rotates counter clockwise, the samedirection as the wheel movement.

In contrast, Column B of FIG. 33 shows a craft that is equipped withintegral reversing buckets response to ahead and astern thrust commandswhile the steering wheel is rotated counter clockwise. In the aheadthrust case the craft rotates counter clockwise, however, the craftresponds with the opposite rotation when thrusting astern. The clockwiserotation of the craft while thrusting astern is in the oppositedirection of the steering wheel movement, and is an artifact of thesystems with integral reversing buckets.

Another example of a difference in response to nozzle movements betweensystems with the laterally fixed and integral reversing buckets is thecraft's response to nozzle movements while the reversing buckets are ina neutral thrust position. Column A of FIG. 34 shows a craft's, equippedwith laterally fixed reversing buckets, response to a counter-clockwisesteering command while the buckets are positioned at neutral thrust. Thecraft rotates counter-clockwise with little or no translation.

In contrast column B of FIG. 34 shows a craft's, equipped with integralreversing buckets, response to a counter-clockwise steering commandwhile the buckets are positioned at neutral thrust. As illustrated,there is no significant net translation or rotation thrust for systemsthat are equipped with integral reversing buckets.

Yet another difference between the response characteristics of the twotypes of reversing buckets is the absence of significant force couplingbetween steering and bucket commands for systems equipped with theintegral reversing bucket as compared to systems equipped with thelaterally fixed type reversing buckets. The absences of force couplingfor systems equipped with the integral bucket is illustrated in FIGS.22A and 22B where it is illustrated that angle Φ remains substantiallyconstant when the reversing bucket position changes from ahead toastern. In contrast, the steering and reversing forces are severelycoupled for systems equipped with the laterally fixed reversing reveringbucket, as illustrated in FIGS. 25A and 25B where the thrust angle Φchanges significantly with bucket movements. Due to the absence of anysignificant force coupling with systems equipped with the integralreversing bucket, it is not necessary to maintain the reversing bucketat discrete positions when a net transverse thrust is being commanded asis done with systems equipped with laterally fixed reversing bucketsaccording to some embodiments of the invention.

Accordingly, for a system that uses integral reversing buckets insteadof laterally fixed reversing buckets and that is also desired to inducea net force in the direction of motion of the first control apparatus(joystick, levers or similar device) and second control apparatus (helm,tiller or similar device) or a control device with three degrees offreedom (such as a three-axis joystick), there is a need to implement adifferent set of control algorithms than what is used for the laterallyfixed reversing buckets (e.g., FIGS. 13A and 13B).

An example of a waterjet control system that uses and commands integralreversing buckets according to one embodiment of the invention, is shownin FIG. 35. One difference between the system of the invention shown inFIG. 35 and the embodiments of a system shown in FIGS. 6 and 7 (for avessel equipped with laterally fixed reversing buckets) is that theindividual thrust vectors of each waterjet for the systems of FIGS. 6 &7 respond to reversing bucket movements as described in FIGS. 24, 25 and26 and, in contrast, the system of FIG. 35 (for a vessel equipped withintegral reversing buckets) responds to reversing bucket movements asdescribed in FIGS. 21, 22 and 23.

One system and method of compensating for the response characteristicsof a vessel equipped with waterjets with integral reversing bucketsaccording to the invention, separates the control algorithms into fiveseparate control zones as shown in FIG. 36, and which are illustrated inmore detail in FIGS. 37-41. By separating the algorithms into differentzones, the difference in response characteristics of the waterjet withan integral reversing bucket, for example between ahead thrust andreverse thrust, can be compensated for by applying a different set ofcurves for the respective zones. This embodiment of such a system splitsthe control curves into five different zones that relate to thedirection of applied net translational thrust: Port Thrust, StarboardThrust, Zero Thrust (rotation only), Ahead Thrust Only (i.e., no side orreverse thrust) and Astern Thrust Only, as shown in FIG. 36. It is, ofcoarse, possible to create more or less than five zones, depending onhow the algorithms and function modules are designed. One underlyinggoal of this embodiment of the invention is to create a system thatcompensates for the discontinuities in the force and motion created bythe combination of propulsion devices and integral reversing buckets inresponse to command or actuator inputs, for example, by changing thenozzle position mapping in response to helm input signals thatcorrespond to transitioning from ahead thrust (zone 4 as illustrated inFIG. 36) to astern thrust (zone 5 as illustrated in FIG. 36).

FIGS. 37-41 contain example algorithms for zones 1-5 respectively of asystem for controlling waterjets with integral reversingbuckets/nozzles, according to one embodiment of the invention. Becausethe effects of the waterjet thrust contribute to the net translationaland rotational forces imparted to a vessel in different ways, dependingon the direction of net translational thrust (zone), each zone has adedicated algorithm such that the controller automatically implementsthe algorithm when transitioning from one zone to another. Eachzone-specific algorithm contains a different mapping of the controldevices (e.g., joystick, helm, and tiller) to the propulsion devices(e.g., steering nozzle, reversing bucket, engine RPM). For example, whenthrusting ahead with no side thrust (Zone 4 of FIG. 36 and FIG. 40),modules 656 and 657 are configured to turn the nozzles in the starboarddirection when the helm is turned to starboard (CW). In contrast, whenthrusting astern with no side thrust (Zone 5 of FIG. 36 and FIG. 41),modules 650 and 651 are configured to turn both nozzles to port when thehelm is turned to starboard (CW). Thus, as can be seen from FIGS. 40 and41, the control algorithms according to this embodiment in essence flipthe nozzle relationship with respect to helm movements from when thefirst control apparatus (e.g. joystick is in the thrust ahead position(Zone 4 of FIG. 36) to when the first control apparatus is in the thrustastern position (Zone 5 of FIG. 36), so that the rotational forceimparted to vessel is in the same direction as the helm movement.

FIG. 42 illustrates a Net Thrust Diagram that illustrates a plurality ofthrust forces for a plurality of controller conditions, that areprovided to a vessel configured with the herein described embodiment ofa system and that is equipped with two waterjets that use an integralreversing bucket/nozzle. For example, the resulting forces imparted tothe vessel for a starboard turn when thrusting ahead is shown asmaneuver C. In addition, the resulting forces imparted to the vesselwhere the helm is turned to starboard and while the craft is reversingis shown as maneuver O. By comparing maneuvers C and O, one can see thatin order to maintain a clockwise rotation (bow moving in the starboarddirection) as commanded by the steering wheel (or steering tiller) whenusing an integral reversing bucket/nozzle, the nozzles should bepointing in the starboard direction when thrusting ahead and in the portdirection when thrusting astern. In contrast, as was previouslydescribed, a craft that is equipped with laterally fixed reversingbuckets maintains the nozzles pointed in the starboard direction for astarboard (CW) turn when thrusting ahead or thrusting astern. This canbe seen in FIGS. 13A, 13B, 18A and 18B where module 1710 for the portnozzle and 1711 for the starboard nozzle are used for both thrustingahead and thrusting astern maneuvers. In addition, the response of thecraft when thrusting ahead and turning to starboard is shown in FIG. 20Aand the response of the craft when thrusting astern turning to starboardis shown in FIG. 20B.

Referring again to FIG. 42, the response of a vessel configuredaccording to the herein described embodiment of a system and equippedwith integral reversing bucket/nozzles, to CCW rotations of the wheel ortiller is shown in maneuvers A (thrusting ahead) and M (thrustingastern). It is to be appreciated that these nozzle movements are similarto the CW turning maneuver described above, however, the nozzles areconfigured to turn in the opposite directions, as shown in modules 656and 657 for zone 4 and modules 650 and 651 for zone 5. Thus, as can beseen from FIGS. 40 and 41, the control algorithms according to thisembodiment flip the nozzle and helm relationship from when the firstcontrol apparatus (e.g. joystick is in the thrust ahead position (Zone 4of FIG. 36) to when the first control apparatus is in the thrust asternposition (Zone 5 of FIG. 36), so that the rotational force imparted tovessel is in the same direction as the helm movement.

Another example of control/propulsion device mapping that is differentbetween vessels equipped with laterally fixed reversing buckets andvessels configured according to the herein described embodiment of asystem and equipped with integral reversing bucket/nozzles is for thecase where there is no net translational thrust, i.e., only rotationalthrust to be imparted provided to the vessel (illustrated as zone 3 inFIG. 36). As shown in FIG. 34, a craft equipped with laterally fixedreversing buckets can develop a rotational moment by turning the nozzleswhile the revering buckets remain at a neutral thrust position (columnA). In contrast, a vessel with an integral reversing bucket/nozzle,however, is not able to develop a turning moment by rotating the nozzleswhile at a neutral thrust (as illustrated in column B of FIG. 34).Consequently, the integral reversing bucket/nozzle system needs analgorithm or mapping for the individual nozzles when no translationalthrust is commanded, such that the nozzles can operate independently(not parallel) to induce a net turning moment on the vessel. FIG. 39shows a mapping diagram for zone 3 of the herein described embodiment ofa system. It is to be appreciated that since the condition for zone 3 iszero translational thrust, the joystick inputs have been left out of thediagram for simplification.

Due to the inability of vessels with integral reversing bucket/nozzles,to develop rotational thrust while both reversing buckets are set toneutral (as illustrated in FIG. 34), according to one embodiment of thesystem of the invention, a control scheme is implemented where thenozzles and/or buckets are operated differentially while applying littleor no translational thrust to the craft. FIG. 39 illustrates anembodiment of a configuration for developing rotational thrust withlittle or no translational thrust. Taking for example maneuver F asshown in FIG. 42, where the helm is turned to starboard while thejoystick is centered, the Module 641 (FIG. 39) of the inventionprogressively moves the port bucket in the up direction while the module644 progressively moves the starboard bucket in the down direction,thereby creating a turning force couple (moment) on the vessel withoutcreating a substantial net translational thrust. Since the amount ofturning force created by the differential thrust of the waterjets islimited while the nozzles are maintained in a parallel orientation,additional modules 642, 645 also progressively turn the port nozzle inthe starboard direction (module 642) and the starboard nozzle in theport direction (module 645) so as to toe or point in the nozzles.Increasingly toeing (or pointing) in the nozzles will increase themoment arm of the resultant force created by the two waterjetssignificantly while applying a relatively negligible side force. Inaddition to actuating the reversing buckets differentially and toeing inthe nozzles, modules 640 and 643 are also configured to progressivelyincrease engine RPM once the helm or tiller is moved beyond a thresholdpoint. Thus according to this embodiment of the invention, the systemprovides rotation forces on the vessel equipped with integral reversingdeflectors with little or no translation forces by progressivelypointing in the steerable propulsors and/or applying a differential RPMto the propulsors as a function of increased helm or tiller rotation.However, it is to be understood that the exact combination of reversingbucket movements, steering nozzle movements, and engine RPM levels shownin the embodiment of FIG. 39 are not required to achieve the same orsimilar results. For example, the engine RPM can be increased atdifferent points in the mapping or not at all with varying levels ofeffectiveness. In addition, the extent of toeing in the nozzles can bechanged or eliminated, also with varying levels of effectiveness.

As with vessels equipped with laterally fixed reversing buckets (such asillustrated in FIGS. 13H and 20C), vessels equipped with integralreversing buckets/nozzles are able to induce combinations of transverseand rotational thrust that will allow the craft to translate sidewayswhile at the same time apply varying amounts of rotational thrust. Dueto the differences that have been discussed herein, however, the nozzleand reversing bucket movements that create a net transverse thrust (withor without rotational thrust) are substantially different. Referring toZone 1 (thrusting to port) of FIG. 42, the maneuver where a transversethrust is applied to the craft without a rotational thrust is identifiedas maneuver H. The actuation of the reversing buckets, steering nozzlesand engine RPM to achieve maneuver H can be determined from the controldiagram of FIG. 37.

Let us first consider the case of maneuver H where the craft istranslating sideways with little or no forward or reverse thrust. Inthis case, a neutral Y-Axis signal will be created by the joystick andtransmitted to modules 606, 607, 608 and 609 resulting in a neutralcontribution (neither forward nor reverse) to the positioning of thereversing buckets and no contribution (other than idle) to the engineRPM. As the x-axis signal is increased beyond the threshold thattransitions from Zone-3 to Zone-1, the port nozzle is positioned (bymodule 602) in a discrete position in the port direction and thestarboard nozzle is positioned (by module 605) in a discrete position inthe starboard direction. The respective positions of the port andstarboard nozzles correspond to the equilibrium point wheretranslational thrust can be applied in any direction without inducing arotational or yawing force. These positions usually correspond to angleswhere both nozzles are pointed along respective center lines thatintersect at or near the center of rotation of the craft. Nozzles thatare positioned in this manner are sometimes referred to as being in atoe-out configuration As long as the helm or steering wheel remains in aneutral position that corresponds to no rotational thrust, the nozzleswill both remain in these respective discrete positions.

As illustrated by modules 600 and 601, progressively moving the joystickto increase the magnitude of net transverse thrust in the port directionwill lower the reversing bucket and increase the engine RPM of the portreversing bucket, thereby increasing the reverse thrust of the portwaterjet. At the same time, as illustrated by modules 603 and 604, bymoving the joystick to port will lift the starboard reversing bucket andincrease the RPM of the starboard engine. As long as the joystick iscentered along the Y-axis, the reversing thrust of the port waterjet andthe ahead thrust of the starboard waterjet will remain substantiallyequal in magnitude so as to induce a net transverse thrust withoutinducing a net forward or reverse thrust.

Adding a rotational thrust in the port or counter clockwise direction(maneuver G of FIG. 42) is achieved by rotation of the helm or steeringwheel counter clockwise. As indicated by modules 610 and 611 of FIG. 37,moving the steering wheel to port (CCW) will move the port nozzle in thestarboard direction and the starboard nozzle in the port direction. Thisis achieved by creating an additional starboard movement with module 610for the port waterjet based on the magnitude of the wheel rotation andadding it to the discrete position output from module 602 at summingmodule 616. Similarly, an additional port movement is added to thestarboard nozzle by module 611 and summed with the discreet output ofmodule 605 at summing module 617. So as to not create a situation wherethe nozzles are allowed to move to a point beyond the neutral positionsuch that the direction of translational thrust differs from thejoystick movement, absolute limits are placed on the nozzle movementswith module 618 for the port nozzle and 619 for the starboard nozzle.Module 618 will not allow the port nozzle to move to the starboard sideof neutral (straight ahead) and module 619 will not allow the starboardnozzle to move to the port side on neutral. It is to be appreciated,however, that for cases where there is not enough rotational thrustavailable in one direction as provided by the system described herein,the limits set by modules 618 and 619 can be extended.

It is to be understood that the magnitude of deflection of the port andstarboard steering nozzles in response to helm movements need not be thesame as long as there are minimal changes in translational thrustresulting from movements of the steering wheel or tiller. The optimumamounts of nozzle movement for each nozzle in response to steeringcommands depends heavily on the hydrodynamics of the craft during sidethrusting operations as well as the hull-waterjet interactions for eachwaterjet. These points can be estimated with application-specificmodeling or determined during a sea trial.

It is understood that Zone 2 of FIG. 42 is substantially a mirror imageof Zone 1, and therefore the corresponding modules of FIG. 38 and theresulting maneuvers J, K and L illustrated in FIG. 42 will not bediscussed in detail here again, for the sake of brevity.

As illustrated in FIG. 36, Zones 1 and 2 cover all movements of thejoystick to the respective side of neutral (with respect to transversethrust). Accordingly, the control algorithms described in FIG. 37 forZone-1 and FIG. 38 for Zone-2 also are configured to add varying levelsof ahead and astern thrust in response to joystick movements along the Yaxis in order to respond to diagonal translational thrust commands fromthe joystick. For example, referring now to FIG. 43, which illustratesmovements of a vessel configured with the control system of theinvention and equipped with dual integrated waterjet and reversingbuckets, maneuver Q can be achieved by maintaining the helm at a neutralposition such that modules 610 and 611 (of FIG. 37) do not contributeadditional nozzle movements to the summation modules (616, 617) and bymoving the joystick forward in addition to the port direction. As thejoystick is moved forward along the y-axis, modules 607 and 609progressively move the reversing buckets toward the up position, therebyincreasing the ahead thrust of the starboard waterjet and decreasing theastern thrust of the port waterjet. This maneuver is illustrated in FIG.43Q, by showing the reduction of discharge of the port waterjet and theincrease in discharge of the starboard waterjet. Additionally, modules606 and 608 will increase the RPM of the starboard waterjet and decreasethe RPM of the port waterjet as the joystick is moved forward. As shownin modules 606 and 608 (of FIG. 37).

In a similar fashion as maneuvers G and I, a rotational thrust to port(CCW) can be added by turning the wheel counter clockwise, therebymoving the nozzles towards the center as shown in maneuver P. Similarly,a clockwise rotational thrust can be achieved by turning the wheel tostarboard which will move the nozzles away from the center, as shown inmaneuver R.

Like the forward diagonal movements of FIGS. 43P, Q and R, reversediagonal thrust can be developed by moving the joystick backward alongthe Y axis. For example, by maintaining the helm and moving the joystickbackwards, modules 606 and 607 (of FIG. 37) increase the astern thrustof the port waterjet and modules 608 and 609 (of FIG. 37) decrease theahead thrust of the starboard waterjet. This diagonal backwards and toport maneuver is illustrated in FIG. 43T of FIG. 43. In a similarfashion as maneuvers G and I, a rotational thrust to port (CCW) can beadded by turning the wheel counter clockwise, thereby moving the nozzlestowards the center as shown in maneuver S of FIG. 43. Similarly, aclockwise rotational thrust can be achieved by turning the wheel tostarboard which will move the nozzles away from the center, as shown inmaneuver U of FIG. 43.

It is understood that Zone 2 of FIG. 42 is a substantially a mirrorimage of on Zone 1, and therefore the corresponding modules of FIG. 38and the resulting maneuvers illustrated in FIG. 42 will not be discussedin detail here again for the sake of brevity.

According to another embodiment of the invention, it may be desirable toexpand the envelope of Zone 3 described herein, such that moving thejoystick a limited amount in either or both of the forward or reversedirection when the nozzles are toed-in will allow the system to maintainthe toed-in configuration of the waterjets while superimposing aprogressive forward bucket signal to both waterjets (with forwardmovements of the joystick) and a progressive reverse bucket signal toboth waterjets (with reverse movements of the joystick). Such aconfiguration allows the operator to apply small or moderate levels ofahead and astern thrust while at the same time maintaining the largeturning forces that can be achieved in Zone 3 (due to toeing in thenozzles). For such an arrangement, it is understood that in addition asan aspect of the invention, the RPM levels can also be increased, as hasalready been described herein.

The invention described herein is not limited to vessels with waterjets.For example by replacing the reversing bucket modules of FIGS. 37through 41 with Forward/Reverse Gear modules and eliminating modules607, 609, 614, 615, 627, 629, 634 & 635, the integral reversingbucket/nozzle control algorithm herein described can be converted to asteerable propeller algorithm and can be used to control such devices asoutboard engines and outdrives. Motion of the propeller driven craftwould be similar to the examples shown in FIGS. 42 and 43 for vesselsthat are driven by waterjets with integral reversing bucket/nozzles.Corresponding example control algorithms for a steerable propeller unitare illustrated in FIGS. 44 through 48.

It is to be understood that the summation modules herein described andillustrated can sum the various signals in different ways. For exampledifferent signals may have different weights in the summation orselected signals may be left out of the summation under certainconditions. It is also the function of the summation module to clamp(limit) output signals that would otherwise exceed the maximum values.

Having described various embodiments of a marine vessel control systemand method herein, it is to be appreciated that the concepts presentedherein may be extended to systems having any number of control surfaceactuators and propulsors and is not limited to the embodiments presentedherein. Modifications and changes will occur to those skilled in the artand are meant to be encompassed by the scope of the present descriptionand accompanying claims. It is, therefore, to be understood that theappended claims are intended to cover all such modifications and changesas fall within the range of equivalents and disclosure herein.

What is claimed is:
 1. A method for controlling a marine vesselcomprising a first steerable propulsor, a second steerable propulsor, afirst vessel control apparatus, and a second vessel control apparatus,the method comprising: receiving a vessel control signal correspondingto a movement of the first vessel control apparatus with the secondvessel control apparatus in neutral position; and inducing a netrotational force to the marine vessel such that substantially no nettranslational force is induced to the marine vessel, the inducingcomprising controlling the first and second steerable propulsors to bepointed inward, in response to receiving the vessel control signal.